3  8198  312  856  279 

THE   UNIVERSITY   OF   ILLINOIS   AT   CHICAGO 


Ji,L.  Legis.    [  "•  ^^'  \    11th  Assem 


Fkiday,  December  28,  1838. 
Laid  on  the  table,  and  5,000  copies  ordered  to  be  printed. 


ME^SACMG 


THE    GOVERNOR 


THE  GENERAL  ASSEMBLY  OF  ILLINOIS, 


TRANSMITTING 


THE  SEMI-ANNUAL  REPORTS 


BOARD  OF  COMMISSIONERS  OF  PUBIIC  WORKS, 


IN  COMPLIANCE  WITH  THE  TENTH  SECTION 


ACT    ESTABLISHING    A    GENERAL    SYSTEM 


INTERNAL  IMPROVEMENTS. 


VANDALIA: 

William  Walters,  Public   Printer. 
1838. 


Q-'jl 


M'-f 


MESSAGE. 


EsECUTivE  Department, 

Vandalia,  December  27,  1S38. 

Sir:  In  compliance  with  the.  lOth  section  of  the  act  establishing  a  gen- 
eial  system  of  internal  improvements,  I  have  the  honor,  herewith,  to 
transmit  lo  you  the  semi-annual  reports  of  the  Board  of  Commissioners 
of  Public  Works,  together  with  exhibits  and  accompanying  documents, 
which  embrace  all  the  information  in  possession  of  this  department,  in 
relation  to  the  conduct  and  management  of  the  public  works  under  the 
direction  of  the  said  Board. 

The  great  importance  of  these  documents  renders  it  highly  necessary 
that  the  originals  should  be  carefully  preserved  on  the  files  of  this  De- 
partment; and  their  voluminous  character  would  have  prevented  me,  in 
any  reasonable  time,  to  have  them  copied. 

I  would  therefore  respectfully  recommend  to  the  House  of  Represent- 
atives the  propriety  of  appointing  a  committee  to  superintend  their 
printing,  with  a  view  to  preserve,  as  far  as  practicable,  the  originals 
witfiout  being  defaced  or  injured,  and  cause  them  to  be  returned  to  this 
Department. 

I  have  the  honor  to  be,  sir, 

Your  obedient  servant, 

THOMAS  CARLIN. 
To  the  Hon.  the  Speaker 

of  tlie  House  of  Representatives. 


M  E  F  O  R  T 


THE  BOARD  OF   PUBLIC   WORKS. 


Vandaua,  III.,  Dec.  26,  1838. 
To  his  Excellency  Thomas  Carmn, 

Governor  of  the  Slate  of  Illinois: 

Sir:  In  accordance  with  the  requisitions  of  the  10th  section  of  the 
law  establishing  a  general  systena  of  internal  improvements,  the  un- 
dersigned, Oommissioncrs  of  the  Board  of  Public  Works  of  the  State  of 
Illinois,  submit  to  you  the  following 

REPORT. 

In  performing  ti^e  various  duties  enjoined  upon  them  by  law,  the  Board 
have  found  many  difficulties  to  encounter.  This  was  partially  owing  to 
the  want  of  experience  on  the  part  o!  the  officers  and  agents  employed, 
the  scarcity  of  mathematical  instruments  and  apparatus  necessary  to  a 
survey  and  rcconnoissance  of  the  different  lines  of  road  contemplated  by 
law.  In  the  first  lettings  of  contracts,  too,  the  absence  of  experienced 
and  energetic  contractors  presented  difficulties  which  no  energy  or 
efibrfcs  of  the  Commissioners  could  surmount;  yet  it  is  believed  that,  in 
most  instances,  contracts  were  let,  at  fair  prices,  to  responsible  and  en- 
ergetic contractors. 

In  tb."  performance  of  this  duty,  they  have  met  with  various  other 
difficulties.  The  law  under  which  they  were  required  to  act  was  found, 
upon  experience,  to  be,  in  many  particulars,  defective. 

The  Commissioners  were  required  to  purchase  lands  for  the  use  of  the 
State,  not  absolutely  necessary  to  the  construction  of  any  particular 
work.  They  were  required  to  establish  an  office  at  the  scat  of  Govern- 
ment and  employ  a  secretary  to  keep  said  office.  They  were  required 
to  employ  engineers  and  general  agents,  whose  services  could  not  be 
confined  to  any  particular  work;  yet  all  the  appropriations  made  by 
law  were  special,  and  confined  to  particular  objects,  and  no  fund  was 
provided  for  any  of  ihosc  general  objects  of  expenditure.  Defects  were 
found  to  exist  in  various  other  parts  of  the  act,  that  render  it  diflicult  to 
be  understood,  and  often  still  more  difficult  to  execute. 


The  present  mode  of  acquiring  the  right  of  way  over  the  land  of  the 
citizens  has  been  a  source  of  much  difficulty  to  the  Commissioners,  dis- 
satisfaction to  the  land  owners,  and,  in  many  instances,  great  and  una- 
voidable cost  to  the  State. 

The  mode  of  declaring  contracts  forfeited,  and  of  reletting  those  con- 
tracts, has  been  found  defective,  and,  under  some  circumstances,  must 
operate  to  prevent  the  progress,  or  occasion  a  very  great  delay  in  the 
prosecution  of  the  work. 

Doubts  have  been  suggested  as  to  the  power  of  the  Board  to  bestow 
upon  its  individual  members  power  to  do  or  perform  acts  absolutely  ne- 
cessary to  be  done  in  their  respective  circuits,  or  in  other  circuits  for 
which  they  were  not  expressly  commissioned,  in  reference  to  the  loca- 
tion of  roads  and  other  duties:  and  in  short  the  whole  law  seems  to  have 
been  suited  to  the  duties  of  a  Board,  appointed  generally  for  the  whole 
State,  whose  powers  should  be  general,  operating  in  ali  parts  of  the 
State  alike,  and  not  of  a  Board  composed  of  members  elected  for,  and 
whose  duties  would  seem  to  be  confined  to,  particular  circuits. 

Great  inconvenience,  cost,  and  uncertainty  have  been  met  with  by  the 
various  members  of  the  Board  in  executing  the  law  in  relation  to  letting 
contracts.  The  different  members  of  the  Board,  and  the  works  upon 
which  they  are  engaged,  must  necessarily  be  far  separate  from  each 
other.  The  law  requires  Vi\g  attendance  of  two  Commissioners  at  each 
letting,  and  makes  no  provision  (in  case  the  second  Commissioner  should 
not  attend)  that  the  acting  Commissioner  upon  the  line  may  call  to  his 
aid  any  judge,  justice  of  the  peace,  or  other  oflicer,  so  that  if  by  any  cas- 
ualty, theie  should  not  be  two  Commissioners  present,  the  whole  object 
of  the  law  should  not  be  defeated,  the  lettings  fail,  and  the  work  delay- 
ed, at  great  cost,  and  injury  to  the  public  interest. 

The  law  has  also  been  found  defective  in  the  provisions  for  paying 
contractors  and  others  engaged  in  the  construction  of  the  different  works. 
If  it  was  intended  by  the  provisions  of  the  24th  section  that  no  draft 
should  be  drawn  in  favor  of  this  class  of  persons  for  a  less  sum  than 
twenty  thousand  dollars,  then  indeed  the  law  becomes  almost  inopera- 
tive, as  in  paying  monthly  estimates  (which  is  found  to  be  necessary) 
very  {ew  contractors  perform  work  to  that  amount.  A  Commissioner 
cannot  have  on  hand  more  than  twenty  thousand  dollars  at  any  one  time, 
(which,  under  a  proper  provision  of  the  law,  would  be  a  sum  sufficiently 
large;)  yet  it  may  and  sometimes  has  happened  that  he  has  been  required 
to  pay,  monthly,  more  than  forty  thousand  dollars  to  contractors,  no  one 
of  whom  was  entitled  to  receive  a  draft  upon  the  Fund  Commissioners 
for  twenty  thousand. 

Some  difficulty  exists  in  the  proper  construction  of  the  law  in  relation 
to  the  duty  of  the  Board,  or  the  Commissioners,  in  the  location  of  the 
roads  within  their  respective  circuits.  This  duty,  in  almost  every  in- 
stance, has  been  performed  by  the  engineers  engaged  upon  the  lines,  af- 
ter a  thorough  examination  and  survey  of  every  plausible  route;  and  the 
one  that  appeared  cheapest,  and  in  all  respects  the  best  for  the  interest 
of  the  State,  has  been  adopted.  The  Commissioners  have  not  believed 
themselves  at  liberty  to  depart  from  those  routes,  notwithstanding  how 
much  it  might  be  desired  for  the  promotion  of  individual  interest,  or  the 
supposed  interest  of  isolated  parts  of  the  community  through  which  the 
roads  pass. 


6 

A  difficulty  has  also  arisen  as  to  the  proper  construction  of  the  33d 
section  of  the  law.  By  some  members  of  the  Board,  the  proviso  to  the 
said  section  was  understood  to  refer  to  county  or  other  important  trading 
tov^ns,  by  which  the  law,  by  the  various  provisions  of  the  18th  seciion, 
expressly  required  the  roads  to  pass,  and  that  those  towns  might  be 
avoided  and  lateral  branches  constructed  thereto,  if,  in  the  opinion  of  the 
Board,  the  public  good  required  it.  Others  understood,  from  this  law, 
that  it  was  the  duty  of  the  Board,  without  any  discretion  whatever,  to 
locate  the  roads  to  the  towns  mentioned  in  the  law,  and  that  the  places 
mentioned  in  the  33d  section,  to  which  lateral  branches  were  authorized 
to  be  made,  weretov^ais  not  mentioned,  situated  within  five  miles  of  the 
main  lines  of  the  dilfcrent  roads.  If  this  law  could  have  been  understood 
to  bear  the  former  construction,  many  thousands  of  dollars  could  have 
been  saved  to  the  State,  and  the  roads,  m  many  instances,  rendered  more 
useful  to  the  community,  as  many  of  the  towns,  made  points  in  the  law,- 
were  found  to  be  so  situated  that  they  could  not  be  reached  by  the  main 
lines  without  g!  eat  cost,  and  much  delay  in  the  construction  of  the  works. 
In  the  course  of  practice  under  the  present  law,  the  Board  has  found  an 
evident  defect  in  the  provisions  in  rc'ation  to  paying  estimates  upon  work 
done,  and  materials  furnished  by  contractors.  After  an  estimate  has 
been  paid  upon  materials  delivered  upon  the  line  of  the  road,  it  must 
necessarily  be  left  there  to  be  us&d  and  placed  in  the  work  by  the  con- 
tractor; yet  there  is  no  positive  law  to  protect  this  property  from  the 
force  of  an  execution  against  the  contractor.  Althoush  it  may  be  con- 
tended that  property  so  situated  could  not  be  made  subject  to  an  execu- 
tion, yet  it  would  leave  no  doubt  if  the  statute  made  a  proper  provision 
against  it.  With  a  view  to  protect  the  interests  of  the  State,  the  Board 
has  thus  pointed  out  what  they  have  found  to  be  defects  in  the  law,  that 
it  may  be  seen  and  remedied  by  those  whose  business  it  is  to  guard  the 
public  good,  and  look  after  its  interest. 

When  the  Board  was  first  organized,  their  attention  was  turned  to  the 
52d  section  of  the  Internal  Improvement  law.  By  this  section  it  would 
8cem  that  the  Board  were  required,  without  any  discretion  whatever,  to 
survey  and  locate  all  said  roads,  and  put  under  contract  a  part  of  each, 
so  soon  as  they  could  possibly  perform  the  same.  By  the  25th  section 
of  the  same  law,  it  is  provided  that  the  Board  should  order  a  fair,  equit- 
able, and  uniform  progress  of  all  the  said  works,  at  the  same  period  of 
time;  and  that  all  of  said  roads  should  be  immediately  commenced  at 
their  intersection  and  connection  with  navigable  streams;  and  that  they 
should  progress  in  both  directions  from  said  streams.  Under  these  pro- 
visions of  the  law,  the  Board  could  not  misunderstand  their  duty.  Al- 
most every  railroad  projected  in  the  State  intersected  navigable 
streams  in  various  places.  The  Board  was  clothed  with  no  discretion 
whatever.  They  were  bound  by  law  to  commence  the  construction  of 
all  the  roads,  so  soon  as  the  same  could  be  located  and  fitted  for  contract. 
They  felt  no  disposition  to  shrink  from  this  duty.  The  members  had  no 
doubt  of  the  propriety  of  the  law,  yet  they  had  nothing  to  do  with  the 
policy  thereof,  or  the  wisdom  of  its  provisions. 

At  the  first  meeting  and  organization  of  the  Board,  an  ordinance  was 
passed  giving  all  the  power  to  each  Commissioner  that,  by  law,  was  giv- 
en to  the  Board,  in   relation    to  the  location  and  construction  of  all  the 


railroads  within  their  respective  circuits,  commencing  as  the  law  di- 
rected. This  was  believed  to  be  proper,  as  it  was  clear,  from  the  law 
that  neither  the  Board,noran_y  oneof  its  members,  could  proceed  faster,or 
do  more  in  a  less  time,  than  the  law  contemplated;  yet,  after  this  power 
was  conferred,  it  was  thought  prudent,  by  most  of  the  Commissioners,  not 
to  let  or  to  contract  any  considerable  portion  of  the  public  works  until 
it  was  ascertained  that  the  Fund  Commissioners  should  be  successful 
in  procuring  the  necessary  funds  to  progress  with  the  work. 

But  this  precaution  was  not  deemed  necessary  in  relation  to  the  North- 
ern Cross  railroad,  as  it  will  be  seen,  by  reference  to  the  53d,  54th  and 
55th  sections  of  the  law,  that  a  preference  was  given  to  this  road,  and 
that  the  same  should  be  put  under  contract,  whether  any  money  was  ob- 
tained or  not,  provided  the  contractors  would  agree  to  receive  State 
bonds  for  the  work  pertormed  by  them. 

Under  these  provisions,  the  Commissioner  of  the  first  judicial  circuit 
proceeded  to  survey,  locate,  and  put  under  contract,  all  that  portion  of 
the  said  road  situated  between  the  Illinois  river  and  Springfield,  in  San- 
gamon county;  all  of  which  location  and  acts  of  said  Commissioner,  and 
the  contracts  there  made,  were  approved  and  confirmed  as  the  act  of 
the  Board. 

Because  of  this  provision  in  the  law,  and  by  the  reason  of  the.  letting 
of  these  contracts,  said  road  is  in  a  greater  state  of  forwardness  than 
any  other  portion  of  the  railroads  of  the  State.  Several  miles  have 
been  completed,  and  a  locomotive  engine  is  now  in  operation  thereon. 

So  soon  as  it  was  ascertained  that  money  had  been  obtained,  and  a 
prospect  existed  of  procuring  means  to  pay  contractors,  each  Commis- 
sioner proceeded  with  every  possible  despatch  to  commence  the  different 
works  at  the  proper  points,  and  to  survey  the  whole  of  said  roads.  It 
was,  however,  deemed  prudent  to  change  the  order  in  relation  to  putting 
roads  under  contract,  so  as  to  provide  against  letting  any  work  without 
an  order  of  the  whole  Board  for  that  purpose.  This  was  done  to  arrive 
at  uniformity  and  to  insure  a  gradual  and  equal  progress  of  all  the  pub- 
lic works  in  the  State. 

Under  this  arrangement,  and  under  the  provisions  in  relation  to  the 
Northern  Cross  railroad,  the  following  parts  of  the  dilTerent  works  have 
been  put  under  contract,  up  to  this  date: 


8 

Central  Railroad, 

''  Miles. 

Grading  from  Galena,  southerly  -  -  20 

Grading  from  Peru,  northerly  and  southerly  -  22 

Grading  and  timber  from  Cairo,  northerly  -  23 

Grading  across  the  Oakaw  river,  near   Vandalia       -  4' 


Peoria  and   Warsaw  Railroad. 


Alton  and  Shawneetown    Railroad. 


694 


Grading  from  Peoria,  westv/ardly  -  -  12 

Grading  from  Warsaw,  eastwardly  -  -  12 


24 


Grading  and  timber  from  Shawneetown  to  Equality  12 

Grading  at  the  crossing  of  Silver  creek    -                 -  3 

Northern  Cross  Railroad. 

Grading  from  Quincy  to  Columbus             -                 -  16i 

Grading  from  Danville,  westwardly             -                 -  l8 

Whole  w^ork  from  Meredosia  to  the  Sangamon  river  64 

Naples  branch                                  -                  -                 -  3| 

Grading  westwardly  Irom  Meredosia           -                 -  3 

Alton  and  Mount  Carmel  Railroad. 

Whole  work  from  Alton  to  Edwardsville                   -  15 

Grading  and  timber  from  Mount  Carmel  to  Albion  18 

Grading  and  viaduct  at  the  crossing  of  the  Oakaw  -  2 

Grading  at  the  crossing  of  the  Little  Wabash          -  3 


Alton,  Shelbyville,  and  Paris  Railroad. 

Grading  and  superstructure  from  Alton,  eastwardly  13 

Grading  and  timber  from  the  State  line,  westwardly  18 

Grading  at  the  crossing  of  the  Embarrass  river       -  2 


15 


105 


38 


33 


Bloomington,  Mackinaw,  Peoria,  and  Pekin  Railroad. 
Whole  work  from  Pekin  to  Tremont        -  -  -  9i 

293f 


Making  the  whole  amount  of  railroad,  now  under  contract,  two  hundred 
and  ninety-three  miles  and    three-fourths;    one  hundred  and    five  miles 


9 

of  which  is  to  be  completed.  Of  thirty  miles,  the  grading  and  timber 
for  the  superstructure  are  let;  and  of  the  residue,  the  grading  only  is  let. 

The  various  parts  of  the  roads  under  contract  consist  of  deep  cuts, 
heavy  embankments  and  costly  viaducts,  and  are  by  far  the  most  expen- 
sive portions  of  the  whole  work.  This  is  owing  to  the  fact  that  the 
lines  under  contract  pass  through  the  highlands  and  broken  country 
bordering  upon  the  navigable  streams  and  other  water  courses  of  the 
country;  consequentlj^,  the  average  cost,  per  mile,  of  the  roads  under 
contract,  will  far  exceed  that  of  any  other  portion  of  the  roads  of  the 
State.  A  fair  average  of  the  roads  now  under  contract,  including  super- 
intendence, engineering,  turnouts,  depot  buildings,  and  all  incidental 
expenses  necessary  to  complete  the  works,  may  be  safely  computed  at 
twelve  thousand  five  hundred  dollars  per  mile. 

The  Board  has  procured  to  be  surveyed  and  measured  all  the  raih'oa'ds 
contemplated  by  law  in  the  State.  The  following  detailed  statement 
will  show  the  length  of  each  road  between  the  points  mentioned  in  the 
law — the  whole  length  of  each  road — and  the  total  length  of  all  the  roads 
contemplated  in  the  State. 

SEVENTH  DIVISION — Central  Railroad. 

Miles. 
From  Cairo  to  Vandalia  -  -  -  -         155 

Shelbyville  -  -  -  -  -  36i 

To  Decatur  36  miles — Bloomington  43-0-  -  -  79^ 

To  the  termination  of  the  Illinois  and  Michigan  canal  60 

To  Savannah  93f  miles— Galena  30|  -  -         126* 


Making  the  total  length,  of  the  Central  railroad    -  -  457^ 

EIGHTH  DIVISION — Altou  and  Mount  Carmel^  or  Southern  Cross  Railroad. 

From  Alton  to  Edvvardsville              -                 -                 -  -  14 

To  Carlyle     ,             -                  -                  .  .  37 

To  Salem                     -                  -                 v                  .  -  23  " 

To  Fairfield                 ....  -  39 

To  Albion              -      .                 ...                 .  -  "    16 

To  Mount  Carmel       -                 -                 -                 -  -  18 


147 


Shawneetown  Branch. 

From  the  intersection  near  Edwardsville  to  Lebanon  -  -           18 

To  Nashville               -                 -                 -  .  .           30 

To  Pinckneyville         -                 -                 -  .  -           19 

To  Frankfort               -               ,  -                  -  -  -           30 

To  Equality                 -                  .                  .  -  -     •       38 

To  Shawneetown        -                 -                 .  •  .12 

147 


10 


From  Alton  to  Mount  Carmel  (as  above) 
Shawneelown  branch  (as  above) 


Miles. 

147 
147 


Making  the  total  length 

of  this  road              •     - 

- 

294 

NINTH 

DIVISION — Mrlhern  Cross  Railroad- 

From  Q'linc}^  to  Columbus 

16^^ 

To  Clayton 

12 

To  Mount  Sterling 

9i 

To  Meredosia 

15i 

Naples  branch 

3i 

,      To  Jacksonville 

23  i 

To  Springfield 

33i 

To  Decatur 

37i 

To  Sidney 

47| 

To.  Danville 

23| 

To  State  line  of  Ii 

idiana            .                 -                 -                 . 
of  thi-',  road 

elbyvilh    and  Paris  branch  of  Central  Rail 

IH 

Making  the  total  length 

234i 

TENTH    DIVISION Sk 

road. 

From  Shelbyville  to  Charleston 

. 

34 

To  Paris     - 

- 

. 

27 

To  State  line  of  In 

diana 
of  this  road 

- 

10^ 

Making  the  total  length 

7H 

ELEVENTH  DIVISION — Peoria  and   Warsaw  Railroad. 

From  Peoria  to  Canton  -  ... 

To  Macomb  - 

To  Carthage  ..... 

To  Warsaw  -  -  .  .  . 

Making  the  total  length  of  this  road 

TWELFTH  DIVISION — Altori  and  Shelbyville  Railroad. 

From  Lower  to  Upper  Alton 

To  Hillsborough  -  -  .  . 

To  Central  Eailroad  -  -  .       - 

Making  the  total  length  of  this    road  -  .  - 

THIRTEENTH  DIVISION — BellevUlc  and  Lebanon  Branch, 
From  Belleville  to  the  place  of  intersection,  at  or  near  Highland 


32 

37 
28 
19 

116 


2 
44 
45 

91 


23i 


11 


FOURTEENTH  DIVISION — Bloominglon,  Mackinaw^  Peoria  and  Pekin  Railroad 


Miles. 
2C 
17 
16f 

531 


From  Bloomington  to  Mackinaw  town 

From  thence  to  Peoria      -  ...  - 

From  Mackinaw  town  to  Pekin         -  - 

Making  the  total  length  of  all  the  branches  of  this  road 

The  following   list  sliows  the   total   length  of  each  road,  and  the  total  of  all 
the  roads  projected  in  the  State: 

Miles. 

1  Central  Railroad  .....         457i 

2  Southern  Cross  Railroad  .  .  .  •         294 

3  Northern  Cross  Railroad  .  .  .  .         234-J 

4  Shelbyville  and  Paris  branch  of  Central  Railroad  .  .  '71^ 

5  Peoria  and  Warsaw  Railroad       .  .  ♦  .  .116 

6  Alton  and  Shelbyville  Railroad  .  .  .91 

7  Belleville  and  Lebanon  Railroad  .  ...  23 1 

8  Bloomington,  Mackinaw,  Peoria,  and  Pekin  Railroad  .  53| 

.      1.3411 


Making  the  total  length  of  all  the  roads  in  the  State 

The    following  table  shows  the  average  cost,  per  mile,  and  the  total  cost,  of 
each  and  all  of  said  roads: 


Names  of  Roads. 

Cost  per  mile. 

Total  cost. 

1 

Central  Railroad 

|8,32G  00 

13,809,14-5  00 

'2 

Southern    Cross    Railroad,   and  Alton 

and  Shawneetown  Railroad 

8,^<?00  00 

2,410,800  00 

3 

Northern  Cross  Railroad 

8,430  GO 

1,976,335  00 

4 

Shelbyville  and  Paris  Railroad 

10,589  00 

757,113  50 

5 

Peoria  and  Warsaw  Railroad 

8,331  00 

966.396  OO 

6 

Alton  and  Shelbyville  Railroad 

8,295  00 

754.845  00 

7 

Belleville  and   Lebanon  Railroad     - 

7,000  00 

164,500  00 

8 

Bloomington,  Mackinaw,  Peoria,  and 

Pekin,  Railroad 

11,736  00 

630,810  00 

Total  cost  of  all  of  the  said  roads     - 

- 

11,470,444  50 

In  making  these  estimates,  the  Board  has  included  all  the  expenditures 
for  supcrintendencp,  engineering,  and  all  other  incidental  expenses. 
Easy  grades  have,  in  general,  been  adopted,  and  in  all  cases  calculations 
have  been  made  for  the  most  useful  and  durable  structures;  and  the 
Board  has  no  doubt  but  the  works  may  be  constructed,  upon  the  most 
approved  plans,  at  the  cost  estimated  upon  each  work.  It  is  believed 
that,  in  every  instance,  the  lines  may  be  improved,  locations  changed, 
and  improvements  made  in  the  construction,  that  may  lessen  the  cost 
far    below  those  prices. 

The  average  cost  of  some  of  the  roads  exceeds  the  sum  heretofore  sup- 
posed to   be  sufficient,  but  this,  in  a  great  degree,  is  cwingtothe  policy 


12 

adopted  in  the  law  of  confining  the  locations  to  particular  points  situated 
upon  high  and  elevated  grounds,  or  surrounded  by  deep  ravines  and  an 
undulating  surface. 

The  total  cost  of  these  roads  exceeds  the  sums  heretofore  appropri- 
ated for  their  construction.  This  is  mainly  owing  to  the  fact  that  the 
roads,  upen  actual  measurement,  are  found  to  be  longer,  and  consequent- 
ly to  accommodate  more  inhabitants,  and  supply  the  wants  of  a  much 
greater  extent  of  country,  than  was  at  first  contemplated.  In  addition 
to  the  railroads  heretofore  mentioned,  the  Board  has  proceeded  to  im- 
prove the  great  western  mail  route,  as  required  by  law.  In  performing 
this  duty,  they  have  endeavored  so  to  distribute  the  benefits  to  be  deriv- 
ed from  the  appropriations  to  this  work,  that  the  same  should  be  felt  at 
all  points  where  improvement  was  necessary,  without  laying  out  large 
sums,  and  exhausting  the  appropriation  by  making  costly  improvements 
at  any  one  place.  By  this  course,  it  is  believed  that  most  of  the  difficult 
places  upon  this  great  thoroughfare  may  be  remedied  by  the  present  ap- 
propriation. Accompanying  this  report  are  those  of  the  Commissioners 
of  the  second  and  fourth  judicial  circuits,  to  which  reference  is  made 
for  further  particulars  in  relation  to  this  work. 

The  total  length  of  this  road  is  found,  upon  actual  measurement,  to  be 
one  hundred  and  fifty-two  miles,  and  it  is  believed  that  very  few  of  the 
improvements  of  the  State  will  confer  greater  benefits,  or  could  be  made 
sooner  to  yield  a  profit,  than  this.  The  total  amount  of  money  expend- 
ed upon  said  road,  up  to  the  first  Monday  in  this  month,  is  found  to  be 
.$102,987  89.  For  particular  places,  and  objects  of  its  expenditure, 
reference  is  made  to  the  reports  of  the  Commissioners  of  the  second  and 
fourth  judicial  circuits,  heretofore  referred  to. 

Great  Wabash  Improvement. 

Since  the  passage  of  the  law  in  relation  to  internal  improvements  in 
this  State,  and  providing  for  the  improvement  of  the  navigation  of  the 
Great  Wabish,  in  connection  with  the  State  of  Indiana,  that  State  has 
appropriated  the  additional  sum  of  fifty  thousand  dollars,  which  makes 
the  total  sum  appropriated  for  that  object  by  said  State  equal  to  the 
sum  appropriated  by  the  State  of  Illinois. 

This  money  has  bSen  placed  under  the  direction  of  Col.  Thos.  H. 
Blake,  of  Terre  Haute,  in  that  State,  who,  on  the  part  of  the  State  of  In- 
diana, together  with  the  Commissioner  of  the  fourth  judicial  circuit,  on 
the  part  of  the  State  of  Illinois,  has  proceeded  to  project,  and  to  put 
into  operation,  a  plan  for  the  improvement  of  the  navigation  of  the 
Grand  Rapids  upon  this  stream.  Contracts  have  been  let,  and  said  im- 
provement is  in  progress. 

The  contract  prices  for  the  work  already  let  falls  short  of  the  appro- 
priations made  by  the  two  States  for  that  object. 

The  total  amount  of  money  expended  by  the  Board,  on  the  part  of  the? 
State  of  Illinois,  for  this  portion  of  the  public  improvements,  amounts  to 
the  sum  of  ^6,183  82.  For  further  particulars  in  relation  to  this  im- 
provement, reference  is  made  to  the  report  of  the  Commissioners  of  said 
fourth  circuit. 


13 

The  Illinois  River. 

The  first  season  after  the  organization  of  this  Board,  a  survey  of  this 
river  was  (•ornmenced  and  carried  on  under  the  patronage  of  the  United 
States:  and  the  Board  was  encouraged  in  the  belief  that  all  the  neces- 
sary infoimation  would  be  derived  from  that  source;  but  in  this  the 
Board  was  disappointed.  No  information  was  ever  communicated  of  the 
result  of  that  examination;  consequently  a  delay  was  occasioned  for  that 
season.  After  this,  an  unusual  continuance  of  high  water  prevented  the 
necessary  examinations  of  the  river,  until  about  the  month  of  September 
"  last,  at  which  time  the  Commissioners  of  the  first  and  seventh  judicial 
circuits  proceeded  to  make  examinations,  and  ascertain,  as  far  as  was 
practicable  within  the  short  time  allowed,  the  character  and  extent  of 
the  obstructions  to  the  navigation  of  this  stream. 

From  those  examinations  it  is  apparent  that  few,  if  any,  of  the  streams 
within  the  valley  of  the  Mississippi  present  a  current  so  easy  and  a 
channel  so  favorable  for  navigation  as  this  river. 

The  obstructions  are  mostly  deposites  of  sand  and  gravel,  which  arc 
few  in  number,  and,  except  in  stages  of  extreme  low  water,  present  but 
little  obstruction  to  a  free  and  safe  navigation. 

These  stages  o!  water,  however,  often  and  indeed  almost  always  occur 
at  a  lime  when  the  free  navigation  of  the  stream  is  most  useful  to  the 
inhabitants.  It  is  confidently  believed  that  the  damage  occasioned  to 
the  inhabitants  ol' the  valley  of  this  stream,  during  the  last  season  of  unu- 
sual low  water,  would  amount  to  a  sum  sufiicicnt  to  complete  all  the  im- 
provements contemplated  upon  this  stream. 

The  Board  is,  therefore,  resolved  to  make  every  effort  to  improve  the 
navigation  of  tliis  valuable  channel  of  communication.  Tlic  sum  alrea- 
dy expended  upon  this  work  lias_  only  been  for  the  expenditures 
incidental  upon  those  examinations,  and  amount  to  the  sum  of  $301  02. 
For  more  minute  information  in  relation  to  this  stream,  reference  is  made 
to  the  report  of  the  Commissioners  of  the  first  and  seventh  judicial  cir- 
cuits, hereto  annexed. 

Rock  River. 

The  sum  of  one  hundred  thousand  dollars  was  appropriated  by  law  for 
the  improvement  of  the  navigation  of  this  stream,  and  the  Board  was  re- 
quired to  commence  their  operations  thereon  by  removing  the  most  for- 
midable obstructions  nearest  the  mouth. 

Upon  an  examination  of  this  river,  it  was  found  that,  with  the  proper 
improvements,  it  would  be  well  adapted,  at  all  seasons,  to  navigation  for 
steamboats  drawing  three  feet  water. as  far  upas  the  State  line. 

The  most  serious  obstruction  to  the  navigation  of  this  river  was  found 
at  VandruflT's  Island,  three  miles  above  the  mouth,  commonly  called  the 
Lower  Rapids.  This  obstruction  was  put  under  contract  by  the  late  Coi. 
Steiihenson,  formerly  member  of  this  Board  for  the  sixth  judicial  circuit, 
and  the  contract ,  price  amounts  to  sixty  thousand  three  hundred  and 
eighty-nine  dollars.  The  next  obstruction  was  found  at  Prophet's  vil- 
lage, about  forty-five  miles  above  the  mouth. 


14 

But  the  next  most  serious  obstruction  to  the  navigation  of  this  stream 
was  found  in  the  Upper  Rapids,  sixty  miles  from  the  mouth,  and  will 
cost  over  eighty-five  thousand  dollars  to  remove.  This  obstruction  was 
also  advertised  to  be  let,  by  Col.  Stephenson,  but,  owing  to  the  iact  that 
the  sum  required  lo  make  this  improvement,  together  with  the  improve- 
ments below  said  obstruction,  was  greater  than  the  appropriation  for  that 
purpose,  it  was  not  let  to  contractors,  and  all  further  operations  thereon 
were  suspended. 

It  is  ascertained  that  the  sum  now  appropriated  for  the  improvement 
of  this  river  is  not  sufiicien'  to  complete  this  valuable  work,  and  that 
the  additional  sum  of  seventy-six  thousand  dollars  will  be  necessary  to 
this  object.  It  is  believed  however,  by  the  Board,  that  the  object  to  be 
atf.ained  would  fully  justify  this  farther  expenditure.  For  further  par- 
ticulars in  relation  to  this  river,  reference  is  here  made  to  the  annexed 
report  of  John  Dixon,  acting  Commissioner  of  the  sixth  circuit,  and  the 
accompanying  documents. 

Kaskaskia   River. 

The  improvement  of  the  navigation  of  this  stream  has  long  been  a 
desirable  object,  owing  to  its  central  position,  and  from  the  fact, 
too,  that  it  passes  far  into  the  interior  of  the  State,  and  is  surrounded  by 
a  country  not  exceeded  by  any  for  fertility  of  soil  and  salubrity  of  cli- 
mate. 

This  particular  improvement  was  placed  under  the  control  of  the 
Commissioner  of  the  second  judicial  circuit.  Every  effort  has  been 
made  by  him  to  forward  the  work,  and,  although  greatly  delayed  by 
sickness  and  other  unavoidable  causes,  this  very  desirabJe  improvement 
is  in  a  slate  of  forwardness  that  ensures  the  most  happy  results.  For  fur- 
ther particulars  in  relation  to  this  subject,  reference  is  made  to  the  re- 
port of  the  Commissioner  in  charge  of  the  work.  The  total  amount  ex- 
pended upon  said  river,  up  to  the  first  Monday  in  this  month,  is  two  thous- 
and and  hfty-seven  dollars  and  forty-seven  cents;  which  sum  has  been 
expended  in  the  engineering  service,  and  in  removing  obstructions  to 
the  navigation. 

Little  Wabash  River. 

The  improvement  of  the  navigation  of  this  river  was  placed  under 
the  immediate  direction  of  the  Commissioner  of  the  third  judicial  circuit. 
Under  his  direction  this  river  has  been  surveyed,  and  the  locality  and 
nature  of  the  obstructions  to  the  navigation  determined. 

It  was  thus  ascertained  that  the  appropriation  made  was  inadequate 
to  accomplish  the  object  in  the  manner  pointed  out  bylaw.  The  ob- 
structions to  the  navigation  by  the  deposite  of  timber  in  the  bed  of  the 
river  are  now  being  removed;  which,  when  completed,  will  greatly  facil- 
itate the  navigation.  This  river  presents  the  appearance  of  a  natural 
canal,  commencing  in  the  county  of  Effingham,  and  passing  through  sev- 
eral of  the  finest  counties  of  the  State,  the  navigation  of  whi-h  is  ob- 
structed by  two  principal  rapids.  These  rapids  are  occasioned  by  reefs 
of  rocks  over  which  the  river  passes,  and  at  which  points  the  principal 


15 

descent  in  the  stream  occurs.  Both  shores  of  this  river  at  each  of  these 
points  are  private  property,  and  dams  are  built  and  machinery  erected 
at  each,  over  which  the  State  has  no  control.  Before  the  navigation  of 
this  river  can  be  thoroughly  improved,  which  can  be  done  only  by  dams 
and  locks,  it  will  become  necessary  that  those  rapids  should  be  conver- 
ted into  State  property.  To  do  this,  a  much  larger  sum  than  the.  pre- 
sent appropriation  will  be  necessary;  yet  the  Board  is  clearly  of  opinion 
that  the  property  when  purchased  and  improved,  as  must  necessarily  be 
done  to  improve  the  navigation  in  a  proper  manner,  and  the  great  advan- 
tages that  must  necessarily  accrue  to  the  inhabitants  of  this  fertile  re- 
gion of  country,  would  fully  justify  an  appropriation  adequate  to  the 
undertaking. 

The  sum  expended  upon  this  river,  up  to  the  (irst  Monday  in  this  month, 
is  ,|;2,93(3  4U.  For  further  particulars  in  relation  to  this  part  of  the 
public  improvement,  refeience  is  here  made  to  the  annexed  report  of 
the  Commissioner  of  the  third  judicial  circuit,  and  the  accompanying 
documents. 

Thus  the  Board  has  presented  a  detailed  statement  of  their  operations 
upon  the  rivers.  They  will  now  proceed  to  give  a  detailed  account  of 
the  several  sums  expended  Upon  the  several  public  works  under  their 
control;  all  of  which  will  appear  in  the  following  table: 


16 


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17 

The  Board,  in  making  this  report,  have  thought  it  their  duty  to  collect 
and  embody  every  possible  information  that  might  shed  light  upon  the 
very  important  and  all  absorbing  subject  of  internal  improvement  in  our 
State.  With  this  vievi'-  they  have  collected  and  herewith  transmit  co- 
pies of  their  individual  reports,  and  of  the  different  engineers  engaged 
in  the  reconnoissance  and  location  ofthe  different  works,  thereby  furnish- 
ing a  mass  of  information  that  cannot  fail  to  give  to  the  people,  and  to 
their  representatives,  a  full  account  of  theproceedings  of  the  Board,  and 
at  the  same  time  enable  them  to  form  correct  conclusions  as  to  the  mex- 
haustible  resources  of  our  State,  and  at  present  dormant  sources  of  wealth 
and  prosperity,  which  may  be  brought  into  action  by  the  uniform  pro- 
gress and  vigorous  prosecution  of  our  system   of  internal  improvments. 

If  slight  defects  have  been  found  in  the  law  organizing  the  system- 
or  if  errors  shall  have  been  committed  in  carrying  it  into  execution,  it  is 
what  might  reasonably  have  been  expected  in  a  system  so  extended, 
brought  into  existence  by  the  spirit  of  compromise  amidst  conflicting  and 
adverse  interests,  and  carried  into  execution  by  agents  heretofore  with- 
out experience  in  such  employment. 

That  the  different  members  of  the  Board,  in  this  first  attempt,  have  in 
all  things  performed  their  various  and  often  difficult  duties,  strictly  in 
accordance  with  the  spirit  and  intention  of  the  framers  ofthe  law,  could 
not  have  been  expected. 

In  locating  thirteen  hundred  miles  of  railroad,  and  performing  other 
duties  equally  difficult,  it  could  not  well  be  otherwise  than  that  er- 
rors of  judgment  should  occur,  and  that  we  should  be  brought  into  con- 
tact with  private  interest,  and  become  the  unwilling  though  necessary 
and  unavoidable  causes  of  disappointment  to  some,  and  the  prostration 
of  splendid  but  visionary  schemes  of  speculation  in  others.  Under  these 
circumstances  it  was  not  expected  by  us  that  we  could  perform  those 
various  duties  to  the  entire  satisfaction  of  all  parties,  or  that  however  cor- 
rect might  be  our  course,  or  strongly  marked  by  wisdom  our  acts,  we 
could  escape  without  censure,  or  avoid  the  malevolence  of  the  disap- 
pointed. 

In  conclusion,  the  undersigned  would  say  that  the  experience  they 
have  had  in  commencing  and  prosecuting  the  present  plan  of  internal 
improvements^  which  in  their  opinion  is  to  be  the  ornament  and  honor 
of  the  State,  and  the  foundation  of  its  prosperity  and  wealth,  has  brought 
their  minds  to  the  conclusion  that  the  onward  path  is  the  high  road  to 
success,  and  that  to  recede  or  even  to  faulter  would  be  to  violate  good 
faith,  to  disappoint  the  hopes  and  dampen  the  energies  of  this  great  and 
enterprising  State. 

We  invite  scrutiny  and  examination  into  all  our  public  acts,  indulging 
2 


18 

a  hope  that  we  may  be  accredited  the  good  we  have  done,  and  that,  if 
errors  have  been  committed,  our  successors  may  see  and  avoid  them. 
Ail  of  which,  sir,  is  most  respectfully  submitted, 
And  we  subscribe  ourselves, 

Your  most  humble  and  obedient  servants, 
WILLIAM  KINNEY, 

President. 
M.  McCONNEL, 
Commissioner  of  tlie  First  Circuit. 

ELIJAH  WILLARD, 
Commissioner  of  the  Third  Circuit. 

M.  K.  ALEXANDER, 
Commissioner  of  the  Fourth  Circuit. 

J.  WRIGHT, 
Commissioner  of  the  Fifth  Circuit. 

JOHN  DIXON, 
Commissioner  oftJic  Sixth  Cit^uit. 

Mr.  Peck,  Commissioner  for  the  seventh  circuit,  having  resigned  before 
this  report  was  made,  has   not  therefore  signed   the  same. 


EXHIBIT   No.  I. 


REPORT    OF    M.    M'CONNEL, 

WITH    ACCOMPANYING    DOCUMENTS. 


Vandalia,  December?},  1838. 
To  the  President  of  the 

Board  of  Public  Works  of  the  State  of  Illinois : 

At  the  date  of  my  last  report,  it  will  be  seen,  by  a  reference  thereto, 
that  the  amount  of  money  expended  by  me  upon  the  public  works  un- 
der my  charge,  up  to  that  date,  amounted  to  the  sum  of  one  hundred  and 
fifty-one  thousand  and  thirty-three  dollars  and  ninety-four  cents.  Of 
that  sum,  there  was  at  that  date  paid  out  for  work  done,  and  materials 
furnished  upon  the  Northern  Cross  railroad,  the  sum  of  one  hundred 
and  twenty-four  thousand  four  hundred  and  twelve  dollars  and  forty-five 
cents.  There  was  then  expended  for  surveys,  and  locating  the  various 
works  under  my  charge,  the  sum  of  twenty-seven  thousand  six  hundred 
and  twenty-one  dollars  and  ninety-four  cents.  At  that  time  there  were  sev- 


19 

eral  locafing  parties  in  the  field.  One  party  was  under  the  direction  of 
Mr.  Win.  Pollock,  engaged  in  the  location  of  the  roads  from  Peoria  and 
Pekin  to  Mackinaw  town, and  thence  toBloomington,in  McLean  county, 
and  also  in  the  location  of  the  Central  railroad  between  Bloomington  and 
the  north  fork  of  the  Sangamon  river,  via  Decatur,  in  Macon  county. 
This  work  has  been  completed  by  Mr.  Pollock  so  far  as  to  be  able  lo  de- 
termine the  probable  cost  of  the  construction  of  those  routes.  Mr.  Pollock 
has  made  a  full  and  complete  report  of  all  those  surveys  to  Mr.  Bucklin, 
the  principal  engineer  of  the  western  district;  which  is  hereto  attached, 
and  referred  to  for  further  information  in  relation  to  said  survey.  An- 
other of  these  parties  was  under  the  direction  of  Mr.  Bucklin,  principal 
engineer,  in  i-elocating  that  part  of  the  Northern  Cross  railroad  situated 
between  Jacksonville,  in  Morgan  county,  and  Springlield,  in  Sangamon 
county. 

Tills  part  of  the  Northern  Cross  railroad  had  previously  been  sur- 
veyed and  located  by  M.  A.  Chinn,  but,  in  the  opinion  of  Mr.  Bucklin, 
chief  engineer,  the  location  was  not  made  at  that  time  in  the  proper 
place,  and  consequently,  by  his  request,  a  company  was  again  organized, 
and  the  road  located  under  his  immediate  direction. 

The  other  locating  party  was  placed  under  the  direction  of  Frederick 
Ilawn,  Esq.,  senior  assistant  engineer,  and  was  engaged  in  tlic  location 
of  the  road  contemplated  to  be  constructed  from  Alton  to  Shelbyvillc. 
Tliis  road  I  understand  has  been  surveyed,  and  a  report  made  to  the 
Commissioner  of  the  second  judicial  circuit,  in  whose  circuit  is  situated 
the  commcncemc[it  and  teimination  of  said  road.  The  only  agency  that 
I  have  had  in  this  part  of  the  public  service  has  been  (o  famish  the  camp 
equipage,  and  to  pay  all  the  expenses  of  making  said  survey  and  location. 

At  the  June  meeting  of  the  Board,  all  that  part  of  the  Northern  Cross 
railroad,  situated  in  the  fifth,  judicuxl  circuit,  was  placed  under  my  imme- 
diate supervision.  Previous  to  that  time,  contracts  for  the  grading  were 
let  upon  said  road,  from  Quincy  to  Columbus,  in  Adams  county.  Those 
contracts  have  proceeded  speedily,  and  all  the  jobs  appear  to  be  in  a 
prosperous  state  of  forwardness. 

At  the  same  meeting  of  the  Board,  it  was  ordered  that  the  grading  of 
three  miles  of  said  road  on  the  Illinois  river,  commencing  opposite  Mer- 
edosia,  be  put  under  contract.  In  pursuance  of  this  order,  I  proceeded 
to  advertise  said  three  miles  as  the  law  directs;  and,  in  Auo^ust  last,  the 
same  was  let  to  Messrs.  Davenport,  Henry  &  Co.,  at  fair  prices. 
Much  difficulty  was  encountered  by  the  engineers  in  estimating  the  cost 
of  the  large  amount  of  masonry  found  necessary  In  this  low  and  inunda- 
ted bottom.  No  suitable  stone  could  be  procured  within  several  miles 
of  the  work;  and  the  quality  when  found  was  not  known  to  be  good. 

All  this  taken  into  consideration,  together  with  the  fact  that  these  three 
miles  run  through  a  low  bottom,  inundated  by  the  Illinois  river,  almost 
every  year,  to  the  depth  of  fr(>m  four  to  eight  feet — it  was  ascertained 
that  this  part  of  the  road  would  cost  a  sum  far  beyond  all  former  calcu- 
lations. To  avoid  as  much  as  possible  this  result,  it  was  deterinined  to 
construct  the  four  large  abutments,  necessary  upon  this  work,  of 
timber.  Those  abutments  were  also  let  to  the  same  persons  who  took 
the  contract  for  the  embankment. 


20 

Immediately  after  this  contract  was  taKen,  the  country  was  visited 
with  an  unusual  degree  of  sickness,  which  greatly  retarded  the  progress 
of  the  work;  yet  the  contractors  have  shown  every  disposition  to  pro- 
ceed, and  have  made  an  efficient  commencement. 

Hereto  annexed,  will  be  found  the  reports  of  Mr.  A.  R.  Parker,  engi- 
neer upon  that  part  of  the  Northern  Cross  railroad  situated  between  the 
Illinois  and  Mississippi  ri:  ers;  to  which  I  refer  for  all  further  particulars 
upon  said  works. 

At  the  meeting  of  the  Board  in  June  last,  it  was  ordered,  upon  the 
petition  of  various  citizens  of  Morgan  county,  that  a  lateral  branch  of 
the  Northern  Cross  railroad  be  constructed  from  a  point  near  the  Illi- 
nois bluff  to  the  towai  of  Naples,  in  said  county,  upon  condition  that  the 
Naples  and  Jacksonville  Railroad  Company  would  relinquish  the  charter 
granted  them  at  the  last  general  session  of  the  Legislature  of  this  State. 

In  pursuance  of  this  order  of  the  Board,  1  proceeded  to  cause  a  survey 
and  location  of  said  road. 

It  was  then  found  that  the  company  had  done  a  large  amount  of  work 
upon  the  road,  and  that  they  had  a  right  by  law  to  construct  the  road 
upon  almcsL  the  same  route  for  many  miles  then  occupied  by  the  North- 
ern Cross  railroad,  and  that  the  construction  of  the  last  mentioned  road 
was  in  violation  of  the  charter  of  that  company,  and  that  said  charter 
was  believed  not  to  be  within  the  provision  of  the  internal  improvement 
law  in  relation  to  relinquishing  charters;  and  under  all  those  circumstan- 
ces it  became  necessary  that  some  compromise  should  be  made,  to  avoid 
a  collision  between  the  State  and  the  company,  and  a  probable  delay  of 
the  whole  work.  It  was  ascertained  also  that  llie  company  had  located 
said  road  upon  the  most  direct  route  from  the  town  of  Naples  towards 
Jacksonville,  and  that  the  worlf  was  done  upon  said  direct  route,  and  that 
the  same  v;ould  intersect  the  Northern  Cro^s  railroad,  in  the  most  ad- 
vantageous and  beneficial  manner  for  the  benefit  of  the  State  and  the 
use  of  said  branch;  yet  it  was  ascertained  that  a  route  might  be  had 
from  said  town  of  Naples  to  the  Northern  Cross  road  by  a  shorter  line 
than  the  one  adopted  by  the  company;  yet  that  line  would  be  much  more 
circuitous,  and  less  useful  as  a  road  from  Jacksonville  to  Naples,  than  the 
one  adopted  by  the  company.  It  was  also  found  that  as  the  company 
was  by  law  entitled  to  a  full  compensation  for  work  done  upon  their 
road,  which  must  be  paid  for  and  lost  to  the  State,  and  that  the  right 
of  way  upon  their  route  would  cost  nothing,  and  the  right  of  way  upon 
the  shorter  route  would  cost  a  large  sum  of  money,  and  their  route  would 
be  cheaper  to  the  State  than  the  one  referred  to  as  the  shorter  branch; 
consequently,  the  loute  that  w^as  found  to  be  the  most  direct,  and,  all 
other  circumstances  considered,  the  cheapest  was  adopted.  (The 
communication  from  the  President  of  said  Railroad  Company  heretofore 
referred  to,  is  annexed  as  a  part  of  this  report.) 

After  this  branch  was  located,  I  proceeded  to  advertise  and  let  the 
same  to  efficient  and  responsible  contractors,  according  to  the  orders  of 
the  Board,  upon  terms  highly  advantageous  to  the  State,  as  will  be  seen 
by  reference  to  said  contract  now  on  fiUe  in  the  proper  office.  The  char- 
ter of  the  company  has  been  relinquished;  the  right  of  way  over  a  large 
amount  of  land  has  been  secured  for  the   Northern   Cross   railroad.     A 


21 

lot  for  an  engine  house  and  a  lot  for  depot  buildings,  at  Naples,  have 
been  granted  free  oi  charge;  for  the  particulars  of  which,  reference 
is  made  to  said  contract  on  file  in  the  proper  otficc. 

After  said  woric  was  put  under  contriact,  the  persons  engaged  thereon 
proceeded  with  all  possible  despatch  towards  its  final  completion,  and 
said  road,  together  with  a  building  for  a  depot,  is  now  in  a  great  state  of 
forwardness. 

That  part  of  the  Northern  Cross  railroad  between  the  Illinois  and 
Sangamon  rivers,  it  will  be  remembered,  was  under  contract  previous  to 
my  last  report.  Since  that  time  the  contractors  upon  that  road,  ;iltiiough 
much  delayed  by  an  unusually  sickly  season,  have  progressed  speedily. 
All  the  grading,  except  about  one-half  mile  between  the  Illinois  river  and 
Jacksonville,  is  completed.  Several  miles  from  Mercdosia  towards  Jack- 
sonville are  cJready  completed,  and  a  locomotive  of  the  first  order  is  in 
successful  operation  thereon.  All  the  grading  between  Springfield  and 
Jacksonville,  except  about  eight  miles,  is  done,  and  a  large  amount  of 
timber  is  already  furnished  upon  the  road;  and  it  is  confidently  believed 
that,  with  proper  diligence  on  the  part  of  the  officers  of  the  State,  and 
proper  encouragement  to  contractors,  said  road  may  be  completed 
and  the  cars  running  to  Springfield  on  the  fifteenth  of  September  next. 

Mr.  Bucklin,  chief  engineer,  has  submitted  to  me  an  abstract  of  all  the 
estimates  made  for  co.Uractors  upon  the  Northern  Cross  railroad,  within 
the  first  judicial  circuit.  This  abstract  shows  the  total  amount  of  work 
done,  the  amount  and  prices  paid  therefor,  and  the  work  to  be  done 
upon  each  of  the  divisions  of  said  road,  and  by  each  contractor;  which 
is  hereunto  annexed,  as  a  part  of  this  report. 

That  part  of  the  Pekin  and  Bloomington  branch  of  the  Central  railroad, 
situated  between  Pekin  and  Tremont,  was  under  contract  previous  to 
my  last  leport  in  June.  The  grading  upon  this  part  of  the  road  was 
originally'  let  to  various  contractors,  but,  by  sub-contracts  made  since, the 
whole  of  that  work  has  fallen  into  the  hands  of  two  very  enterprising  and 
efficient  .contractors;  and  it  is  expected  that  said  road  will  be  completed 
by  the  last  of  October,  in  iSSO.  While  upon  the  subject  of  this  road,  it 
becomes  my  duty  to  state  that  much  difficulty  is  likely  to  arise  in  finding 
suitable  rock  for  bridges  and  culverts  conveniently  situated  to  this,  line, 
as  well  as  the  whole  line  of  the  Central  railroad  from  Bloomington  south 
to  the  north  fork  of  the  Sangamon  river.  These  lines  pass  over  a  high 
and  gently  rolling  country,  and  their  great  elevation  above  the  common 
strata  of  limestone.  None  o"  this  article  appears  even  in  the  deepest 
valleys  of  the  streams.  J  would  therefore  suggest  the  propriety  of  adop- 
ting either  wood  or  brick  for  the  first  construction  of  the  bridges  and 
culverts,  which  will  answer  for  some  years,  and  until  their  places  can  be 
supnlieJ  by  a  more  durable  material  transported  upon  the  road. 

That  part  of  the  Northern  Cross  railroad  within  the  first  judicial  cir- 
cuit,, situated  east  of  Decatur,  has  been  surveyed  and  located  by  the  en- 
gineer of  the  eastern  district,  under  the  immediate  control  of  the  Com- 
missioner of  the  fourth  judicial  circuit;  and  as  no  report  has  been  made 
to  me  in  relation  to  said  survey,  I  cannot  render  any  information  to  the 
Board  in  relation  thereto. 

That  part  of  the  Central  railroad,  situated  in  the  first  judicial  circuit, 
north  of  Bloomington,  has  been  surveyed  and  located  by  General  Ran- 


som,  whose  report  to  me  in  relation  thereto  will  be  found  hereunto  an- 
nexed, to  which  I  refer,  as  giving  all  the  necessary  information. 

On  the  llth  day  of  August,  1837,  having  learned  that  the  Fund  Com- 
missioners were  about  to  go  to  the  Eastern  States,  upon  the  businesji  of 
this  State  connected  with  their  duties  as  Fund  Commissioners,  I  sought 
and  obtained  the  aid  of  tliose  gentlemen  in  purchasing  iron,  a  locomotive, 
cars,  and  other  necessary  articles  tor  the  roads  in  my  circuit.  At  that 
time  I  made  and  delivered  to  them  a  letter  of  authority;  a  copy  of  which 
I  hereto  annex  as  a  part  of  this  report.  Those  gentlemen  proceeded  to 
purchase  railroad  iron,  cars,  a  locomotive,  and  various  other  articles  ne- 
cessary for  the  road,  a  part  of  which  has  been  received,  and  the  cost  of 
transportation  paid  by  nie;  but  as  those  gentlemen  have  not  rendered 
to  me  any  account  or  statement  of  the  cost,  quantities  or  description  of 
the  articles  purchased,  it  is  impossible  for  me  to  give  the  necessary  in- 
formation in  relation  tliercto,  It  is  not  precisely  understood  by  me, 
whether  those  gentlemen,  in  the  purchase  of  all  those  articles,  acted  by 
virtue  of  tlicir  otfices  as  Fund  Commissioners,  or  under  the  letter  of  au- 
thority from  me.  But  be  that  as  it  may,  I  have  no  doubt  but  all  the 
necessary  information  in  relation  to  the  whole  subject,  may  be  had  by 
reference  to  their  report  when  made,  and  to  the  books  and  records  of 
their  office. 

The  iron  received  is  a  good  article  of  the  kind,  except  that  the  spikes 
were  not  of  the  proper  kind,  and  were  made  of  very  bad  iron,  and  conse- 
quently was  of  little  value  to  the  contractors.  The  locomotive  received 
is  of  the  first  order;  but  is  heavier  than  is  necessary  for  the  light  grades 
upon  the  Northern  Cross  railroad,  and  is  better  suited  to  the  Fekin  and 
Bloomington  branch  of  the  Central  railroad;  for  which  road  I  understand 
it  was  intended:  but  notwithstanding  its  weight,  it  is  in  successful  opera- 
tion without  doing  the  least  injury  to  the  road,  or  at  all  deranging  its 
structure. 

The  next  subject  about  which  it  becomes  nocessary  for  me  to  report 
to  the  Board,  is  that  connected  with  the  improvement  of  the  naviga- 
tion of  the  Illinois  river. 

it  will  be  remembered  that  all  of  this  river,  from  its  mouth  up  to  the 
junction  with  the  Sangamon  river,  was  placed  under  my  immediate  di- 
rection and  control.  From  that  time  up  to  the  first  day  of  September 
last,  the  waters  continued  so  high  that  it  was  impracticable  to  make 
'<iiiy  =r^t::r?.':i'^'-y  survey  or  examination  of  the  channel.  About  that 
time  the  waters  fell,  and  presented  a  favorable  opportunity  to  examine 
the  obstructions  to  the  navigation.  The  country  along  the  river,  and 
indeed  in  the  interior  to  a  great  extent,  then  became  so  sickly  that 
hands  could  not  be  procured  to  make  the  necessary  survey  and  exami- 
nations of  said  river.  With  a  view,  however,  of  making  this  survey,  I 
conditionally  procured  a  small  steamboat  for  this  service.  This  boat 
was  found  not  to  answer  the  purpose,  and  the  money  intended  to 
be  paid  therefor  was  applied  to  other  parts  of  the  public  works,  without 
cost  to  the  State. 

Being  disappointed  in  this,  I  endeavored  to  procure  the  necessary 
information  in  a  different  way.  I  employed  skilful  persons,  and  those 
well  informed  as  to  the  obstructions  to  the  navigation,  to  proceed  to  ex- 


23 

amine  all  the  bars,  at  the  lowest  water,  and  then  examine  and  ascertain 
the  depth  of  water,  and  the  extent  and  character  of  the  obstructions. 
The  information  thus  acquired  will  be  found  in  a  statement  and  descrip- 
tion oi"  the  obstruction  to  the  navigation  of  the  Illinois  river,  below  the 
mouth  of  tlie  Sangamon  river,  hereto  annexed. 

It  is  not  pretended  that  the  information  thus  acquired  is  entirely  cor- 
rect, but  is  sufficiently  so  to  enable  the  Board  to  determine  the  probable 
cost  of  removing  the  obstructions,  and  making  the  river  navigable  for 
steamboats  at  all  stages  of  water.  The  material  composing  all  the  bars 
mentioned  in  this  statement  is  sand  and  claj,  and  of  such  a  texture  as 
to  be  easily  removed  by  a  steam  dredging  machine  propcrlj'  constructed. 
I  would  therefore  suggest  to  the  Board  the  propriety  of  purchasing  a 
machine  of  that  kind  for  this  service,  and  that  the  same  may  be  imme- 
diatsly  put  into  operation  upon  this  river.  I  would  further  suggest  the 
propriety  of  employing  one  competent  engineer,  experienced  in  this 
kind  of  improvement,  to  whose  charge  the  whole  work  upon  this  stream 
should  be  committed. 

it  is  ascertained  that  this  river  is  one  of  the  most  valuable  st/eams 
for  navigation  of  all  the  tributaries  of  the  Mississippi,  and  it  is  believed 
that  no  other  improvement  would  add  more  value  to  the  country,  or  con- 
fer more  general  benefits,  than  the  improvement  of  its  navigation.  It  is 
therefore  very  desirable  that  this  should  receive  the  immediate  atten- 
tion of  the  Board. 

The  next  subject  of  inquiry  for  the  Board  to  make  of  me,  as  one  of  its 
members, is,  as  to  the  amount  of  money  expended  by  me,  as  Commis- 
sioner, upon  a,\\  and  each  of  the  of  the  public  works  under  my  charge. 
It  will  be  remembered  that  the  appropriations  made  by  the  law,  in  re- 
lation to  internal  improvements,  are  all  special,  and  only  applicable  to 
certain  specitic  objects;  yet  the  same  law  requires  the  Board  to  purchase 
land  for  the  use  of  the  State,  and  not  necessary  to  any  particular 
road,  and  to  do  other  acts  and  make  other  expenditures  not  applicable  to 
any  particular  portion  or  division  of  the  improvements  of  the  State.  Un- 
der these  circumstances,  the  Board  of  Public  Works  and  the  Board  of 
Fund  Comn)is3ioncrs  constituted  a  general  fund,  to  be  used  upon  objects 
not  confined  to  any  particular  works.  Upon  this  fund  I  made  several 
drafts;  and  the  money  thus  drawn  was  applied  to  various  objects  not  par- 
ticularly applicable  to  any  one  road. 

Out  of  this  fund,  all  the  property  was  purchased  to  accommodate  the 
locating  parties,  and,  generally,  to  carry  on  the  various  duties  connected 
with  the  engineering  necessary  upon  the  various  works  under  my  charge. 

Since  the  meeting  of  the  Board  of  Public  Works,  on  the  first  Monday 
in  this  month,  1  have  been  requested  by  the  Board  of  Fund  Commission- 
ers to  divide  and  appropriate  this  fund  among  the  different  works  and 
appropriations.  In  performing  this  service,  I  have  adopted  the  rule 
of  dividing  this  fund,  pro  rata,  between  the  works,  according  to  the  ex- 
tent of  the  appropriations,  except  that  the  amount  paid  for  property  now 
on  hand  for  the  use  of  the  diflfcrent  roads,  was  charged  to  the  Northern 
Cross  railroad,  and,  consequently,  the  proceeds  arising  from  the  sale  of 
land  property,  (if  it  should  become  necessary  to  sell  it)  should  be  re- 
turned to  that  appropriation,  and  a  proper  allowance  made  out  of  the 
other  appropriations  to  supply  the  loss  consequent  upon  the  use  of  this 
property. 


24 

The  total  amount  of  money  expended  by  me  since  the  commencement 
of  my  services,  upon  all  the  various  roads  and  parts  of  the  public  works 
under  my  charge,  up  to  the  first  Monday  of  this  month,  is  ^"230,148  75. 
The  tota^l  amount  drawn  is|229,395  45. 

Ofthe  sums  thus  expended,  $l9,930  77  has  been  expended  upon  the 
Bloomington  and  Pekin  railroad. 

Upon  the  Alton  and  Shelbyville  railroad,  the  sum  of  ^4,535  79. 

Upon  tbe  Central  railroad,  the  sum  of  f  3,550  67i. 

Upon  the  Illinois  river,  the  sum  of  ,')§:iOO  00. 

The  residue  of  said  sum,  amounting  to  |-202,03l  5U,  has  been  ex- 
pended upon  the  Northern  Cross  railroad,  in  addition  to  the  sum  of 
money  expended  by  me  upon  the  Northern  Cross  railroad,  as  aforesaid, 
there  has  been  paid  to  the  contractors,  by  special  drafts  drawn  by  me 
for  work  dune  upon  said  road,  the  sum  of  $'263,625  33. 

There  has  also  been  paid,  by  a  special  draft  drawn  by  me  in  favor 
of  John  J.  Hardin,  Esq.,  for  and  in  consideration  of  a  judgment  render- 
ed for  the  right  of  way  for  said  road  over  a  tract  of  land,  the  sum  of 
J|^2,IG6  00;  making  the  total  amount  paid  upon  this  road  from  the  com- 
mencement of  operations  upon  the  public  works,  up  to  the  first  Monday 
in  this  month,  the  sum  of  |467,822  84. 

In  addition  to  the  sum  before  stated  as  having  been  paid  upon  the 
Pekin  and  Bloomington  railroad  out  of  money  drawn  by  me,  there  has 
been  paid  by  special  drafts  upon  the  Fund  Commissioners,  in  favor  of 
contractors,  for  work  done  upon  said  road,  the  sum  of  ^18,092  00,  mak- 
ing the  whole  sum  expended  upon  that  road  -  ^38,022  77. 

Upon  the  Alton  and  Shelbyville  railroad,  the  sum  of  4,535  79 

Upon  the  Central  railroad  -  -  -  3,550  67 

Upon  the  Illinois  river  -  -  -  lOO  00 

In  conclusion,  I  would  say  to  the  Board  that  the  average  cost  of  the 
several  roads  in  the  first  circuit  must  necessarily  be  greater  than  the 
same  extent  of  road  further  in  the  interior.  This  is  owing  to  the  fact, 
that  these  lines  pass  through  the  undulating  surface  bordering  upon  the 
Illinois  river,  and  owing  to  the  fact,  too,  that  the  law  expressly  requires 
the  roads  to  be  located  to  certain  towns  and  places;  to  arrive  at  which 
it  becomes  necessary  to  make  deep  cuts,  raise  heavy  embankments,  and 
construct  costly  viaducts;  all  of  which  could  have  been  avoided,  if  the 
points  to  which  the  roads  were  expressly  made  to  pass  had  been 
Jesss  in  number  or  differently  situated. 

All  of  which  is  respectfully  submitted. 

M.  MeCONNEL,  Com'u 


25 

Copy  of  a  letter  of  aidkority  given  to  the  Fund  Cnmmissioners  to  purchase  iroiu 

Jacksonville,  Aug.  1 1,  l837. 
Messrs.  Mather,  Rawlings,  and  Oakley, 

Fund  Commissioners  of  the  State  of  Illinois. 

Gentlemen:  There  is  now  in  this  district  nearly  fifty-eight  miles  of 
raih-oad  under  contract,  which  will  require  about  sixty-two  miles  of  rail- 
road iron.  It  is  also  my  intention  to  put  under  contract  this  season  that 
part  of  the  Pekinand  Bloomington  branch  of  the  Central  railroad  situa- 
ted between  Pekin,  on  the  Illinois  river,  and  Tremont,  probably  about 
ten  miles.  For  this  route  the  iron  may  be  required,  (or,  at  any  rate,  a  part 
of  it,)  the  coming  season ;    say  eleven  miles  of  iron. 

In  all  contracts  made  and  to  be  made,  the  State  has  and  will  reserve 
the  right  to  furnish  the  iron.  The  kind  of  iron  M'^ante  i  is  of  that  width 
and  thickness  that  requires  twenty-two  tons  to  the  mile,  including  plates, 
bolts,  and  all  other  things  necessary. 

You  are  authorized  and  requested  to  furnish  the  funds  and  purchase 
this  iron,  or  to  procure  it  to  be  imported  to  the  port  of  New  Orleans, sub- 
ject to  the  order  of  M.  McConnel,  Commissioner  of  the  Board  of  Public 
Works  of  the  State  of  Illinois.  It  will  be  necessary  to  secure  the  duties 
upon  this  iron  at  New  Orleans,  to  be  returned  when  the  iron  is  laid.  If 
you  should  believe  that  iron  will  decline  in  price,  so  that  the  same  may 
be  bought  nest  year  for  less  than  at  present,  you  may  contract  for  the 
delivery  of  thirty  miles,  say,  six  hundred  and  sixty  ton;,  or  thereabouts, 
as  we  may  not  want  to  use  more  than  that  quantity  in  this  district  through 
the  next  season.     In  all  this  you  will  exercise  your  discretion. 

You  will  also  contract  for  the  building  of  one  locomotive,  of  the  most 
approved  plan,  and  a  suitable  number  of  passenger  and  burthen  cars,  to 
be  shipped,  via  New  Orleans,  to  the  house  of  McConnel,  Ormsbee.  &  Co., 
Naples,  Illinois.  Y"ou,or  either  of  you,  are  hereby  authorized,  either  by 
yourselves  or  agents,  to  enter  into  all  contracts,  and  to  make  all  provis- 
ions necessary  for  the  procuring  of  the  iron,  cars,  &c.,  aforesaid,  in  as 
full  and  complete  a  manner  as  I  could  myself  do,  as  a  member  of  the 
Board  of  Public  Works  for  the  first  judicial  circuit;  and  the  funds  expen- 
ded shall  be  receipted  for  as  expended  by  me  for  the  use  and  purposes 
aforesaid. 

With  much  respect, 

I  remain,  yours,  &c. 

M.  McCONNEL, 
Commissioner  of  the  Board  of  Public  Works  for  thefirsi 
judicial  circuit  of  the   State  of  Illinois^ 


26 

Railroad  Office,  Manville,  Dec.  3,  1 838. 

To  M.  McCoNNELL,  Commissione?' 

of  the  Board  of  Puhlic  Works. 

Sir:  Agreeably  to  your  instructions,  I  have  caused  the  party  crsgngcd 
in  locating  the  Central  raihoad  from  the  IlUnois  river,  souih,  to  continue 
the  locatlo;i  of  the  same  as  far  as  Bloomington.  The  results  thus  obtained 
are,  I  take  great  pleasure  in  saying,  in  all  respects  as  favorable  as  you 
had  reason  to  anticipate  from  the  remarks  on  the  preliminary  recon 
noissance,  which  I  had  the  honor  of  communicating  to  you  last  summer. 

From  that  survey  it  was  ascertained  that  a  tangent  vi-as  practicable 
between  the  head  waters  of  Cedar  creek  and  the  ford-way  at  the  Macki- 
naw, near  Hudson,  a  distance  of  about  43  miles.  The  location  has  been 
made  along  this  tangent,  which  it  may  be  remarked,  is  nearly  en  the  right 
line  between  Bloomington  and  the  termination  of  the  Michigan  and  Il- 
linois canal,  and  from  one-half  to  one  and  a  half  miles  east  oi  the  line  of 
exploration.  Almost  the  whole  extent  of  this  line  is  along  the  Grand 
prairie,  without  an  obstacle  of  any  kind  wortiiy  of  notice,  except  at  the 
Panther,  Mackinaw,  and  Sugar  creeks;  and  those,  it  will  be  seen,  are 
easily  surmounted.  The  soil  is  mostly  a  rich  vegetable  mould,  varying 
from  one  and  a  half  to  three  feet,  with  a  substratum  of  compound  clay, 
presenting  a  surface  uncommonly  free  from  undulation,  ridges,  or  objec- 
tionable grades  in  either  direction. 

From  the  north  line  of  McLean  county  to  the  north  branch  of  Panther 
creek,  a  distance  of  twenty-six  and  a  quarter  miles,  an  almost  level  prairie 
is  passed  over.  The  distance  between  this  and  the  south  branch  is  two  and 
a  quarter  miles,  with  a  continuation  in  the  character  of  the  surface.  The 
valleys  of  each  of  these  branches  are  gentle  depressions  into  the  surface 
of  the  prairie  of  about  thirty  feet,  and  extending  about  a  mile  on  eith- 
er side  of  each  stream.  The  former  is  somewhat  the  largest,  and  will  re- 
quire a  bridge  of  thirty-three  feet  span  and  sixteen  feet  in  height,  with 
grades  on  either  side,  of  nineteen  ieei  per  mile,  for  a  short  distance.  The 
latter  requires  a  bridge  of  thirty  feet  span  and  twenty  feet  high,  with  a 
bank  of  about  twelve  feet  in  height  for  eight  hundred  feet,  and  grades  on 
either  side,  not  exceeding  fifteen  feet  per  mile,  for  one  mile  each  way. 
From  this  stream  to  Mackinaw  creek,  a  distance  of  seven  miles,  a  very 
even  though  gradual  ascending  surface  intervenes.  ' 

Mackinaw  creek  has  here  a  narrow  valley  about  eighty  feet  below^  the 
general  surface  of  the  prairie,  with  steep  irregular  bluffs  on  either  side. 
Our  line  strikes  this  creek  twenty-six  hundicd  feet  above  the  ford-way, 
near  Hudson,  at  a  point  where  the  blufis  on  either  side  approach  unusual- 
ly near  for  this  stream.  These  bluffs  are  composed  of  a  coarse  firm  sand, 
of  a  suitable  character  to  form  substar.tial  embankments.  A  bridge  of  one 
hundred  feet  span  and  thirty-three  feet  high,  with  an  embankment  on  the 
south  side,  four  hundred  feet  long  and  thirty  feet  high,  will  give  grades  on 
each  side,  of  nearly  fifty  feet  perniilc,  lor  a  mile  each  way  from  the  bridge. 

This  being  very  much  the  steepest  grade  between  Cedar  creek  and 
Bloomington,  it  may  be  preferable  to  add  a  few  feet  to  the  height  of  the 
bridges  and  embankment,  and  thus  reduce  the  declivity  in  the  immediate 
vicinity  of  this  creek.  The  surface  is  somewhat  broken  and  irregular, 
though  with  the  grade  mentioned  there  will  be  no  cuts  required  that  ex- 
ceed seventeen  feet,  and  these  but  for  a  short  distance. 


27 

The  line  passes  through  ihe  principal  street  in  the  village  of  Hudson^ 
which  is  at  an  elevation  above  the  Illinois  river,  at  La  Salle,  of  3lO  feet, 
and  51  miles  distant  from  that  place.  One  mile  from  Hudson  we  pass 
the  Six-mile  creek,  a  stream  of  about  the  same  size  of  the  north  branch 
of  tlie  Fanther  creek.  The  vailey  is  also  abouL  the  same  widih  and  depth, 
and  will  conseijaently  require  a  bridge  of  the  same  dimensions  as  the  last 
stream.  A  distance  of  four  and  a  half  miles  from  Hudson  we  attain  the 
greatest  elevation  on  the  line,  it  be-ng  four  hundred  and  fourteen  feet 
above  the  Illmois  and  the  summit  between  Six-mile  and  Sugar  creeks. 

The  grade  in  ascendidg  to  this  point  will  require  to  be  about  thirty- 
two  feet  per  mile,  for  three  and  a  half  miles:  the  southern  declivity  from 
this  summit  is  more  abrupt,  and  requires  a  grade  of  about  thirty-nine  feet 
per  mile  for  one  and  a  half  miles.  From  Six-mile  creek  to  Bloomington 
the  prairie  is  much  more  undulating  than  that  north  of  Mackinaw  creek, 
though  no  very  deep  cuts  or  heavy  embankments  will  be  necessary.  The 
only  obstacle  remaining  to  be  noticed  is  Sugar-creek,near  Bloomington. 
This  is  a  small  stream  situated  in  a  valley  similar  to  the  south  branch  of 
Panther  creek.  A  bridge  of  thirty  feet  span  and  twenty-nine  in  height, 
with  an  embankment  nineteen  feet  high  for  about  one  thousand  feet  will 
give  a  grade  on  either  side,  of  twenty-five  het  per  mile,  for  a  short  distance. 
The  line  between  Hudson  and  Bloommgton  is  a  tangent,  and  is  believed 
to  be  the  most  favorable  location  attainable  between  these  places;  it  ter- 
minates in  the  latter  place  at  a  point  about  twelve  hundred  feet  cast  of  the 
courl-house.  As  was  indicated  in  my  former  communication,  the  char- 
acter of  the  surface  here  will  admit  of  such  a  change  in  the  line  as  will 
best  suit  its  continuation   to  Decatur,  and  other  purposes  at  this  point. 

Stone  for  bridges  and  culverts  can  be  obtained  at  Sandy  and  Panther 
creeks,  though  of  rather  inferior  quality.  Timber  suitable  for  the  super- 
structure of  the  road  and  in  suflicient  abundance  can  be  obtained  on  most 
of  the  streams  traversed  by  this  line.  The  lively  interest  manifested  in 
the  progress  of  this  work  by  the  inhabitants  along  the  line  seems  to  offer 
the  best  guarantee  of  its  ultimate  usefulness  to  them,  and  incidentally  of 
its  importance  to  the  interests  of  the  State.  Indeed  the  necessity  of  a 
more  facile  and  speedy  communication  to  the  market,  to  accommodate 
the  wants  and  requirements  of  this  healthy  and  fertile  portion  of  the 
State,  is  becoming  every  day  more  apparent;  and  it  can  hardly  be  doubt- 
ed that  its  great  agricultural  advantages,in  connection  with  the  facilities 
that  will  be  afforded  by  this  railroad,  will  very  soon  draw  within  its  bosom 
a  very  dense  and  wealthy  population.  A  simple  inspection  of  the  phys- 
ical features  of  this  portion  of  the  United  States  must  lead  to  the  convic- 
tion that  this  railroad  would  be  the  most  convenient  and  speedy  channel 
of  communication  for  the  inhabitants  of  this  region  with  the  distant  mar- 
kets. Re^^ent  experience  nas  demonstrated  that  railroads,  as  a  channel  of 
communication,  can  be  depended  upon  at  all  times  and  at  all  seasons  even 
in  latitudes  more  rigorous  than  ours.  More  than  two  years  since  it  was 
computed  by  an  engineer  of  high  standing  that,  when  the  railroads  which 
were  then  projected  and  in  progress  were  completed,  a  traveller  would 
be  enabled  to  pass  from  New  York  or  Bosfnn  to  Chicago  in  the  space  of 
sixty-one  and  a  quarter  hours.  Subsequently  several  important  and  ex- 
tensive works  have  been  commenced  on  this  line  of  communication,  shor- 
tening the  distance  materially,   and  substituting  railroads  where  one  or 


28 

two  changes  to  steamboats  were  requisite;  by  means  of  which  even  this 
estimate  must  be  very  much  reduced,  so  much  so  that  it  admits  of  no 
doubt  that,  when  those  works  are  completed,  the  journey  will  be  made 
from  Bloomington  to  Boston,  or  New  York,  and  back,  in  a  little  more 
than  half  of  the  time  that  is  now  required  to  descend  the  river  from 
Peoria  to  New  Orleans. 

I  cannot  conclude  these  remarks  without  expressing  my  belief  that, 
from  the  character  of  the  soil  and  surface  over  which  most  of  this  road 
passes,  the  plan  of  forming  a  road-bed,  on  which  to  place  the  superstruc- 
ture, (as  is  already  adopted  in  some  places  in  the  State)  is  attended  with 
a  useless  expense  of  time  and  money. 

When  a  country  is  very  broken,  and  the  soil  is  of  a  nature  to  make 
durable  and  substantial  road-ways,  this  practice  may  be  necessary;  but 
when  the  soil  is  a  mass  of  decayed  vegetation,  and  the  surface  in  a  great 
measure  already  graded  by  the  hand  of  nature,  the  circumstances  of 
the  case  are  entirely  changed,  and  their  necessity  no  longer  exists.  In 
all  high  latitudes,  whatever  may  be  the  soil  or  surface,  it  wiH  be  ad- 
mitted that  the  formation  of  permanent  railroad  superstructures  should 
be  below  the  action  of  the  frost.  Accordingly  these  foundations  are 
constructed  either  upon  ruble  stones,  stone  blocks,  gravels,  piles,  or 
blocks  of  wood,  extending  a  suitable  distance  below  the  surface. 

From  the  difficulty  and  expense  of  obtaining  other  materials,  one  of 
the  two  last  methods  seems  to  have  the  strongest  claims  to  be  adopted  on 
the  prairies.  Over  such  a  surface  as  these  present,  I  cannot  doubt  Ihat 
it  will  be  a  great  saving  of  expense  to  neglect  grading  or  making  a  road- 
bed altogether,  except  over  sharp  ridges  and  deep  valleys.  Upon  this 
plan,  the  road  must  be  graded  u  ion  piles  firmly  driven  into  the  earth, 
at  a  suitable  distance  from  each  other,  and  extending  from  a  few  inches 
to  ten  feet  above  the  surface, as  the  case  may  require.  Cross-ties  are  placed 
upon  the  tops  of  these  piles,  and  a  longitudinal  rail  secured  on  these, 
capped  with  the  flat  rail  of  wrought  iron;  or  if  the  H  rail  is  used,  the  lon- 
gitudinal rail  of  wood  becomes  unnecessary.  A  similar  superstructure 
is  sometimes  placed  upon  the  ends  of  wooden  blocks,  planted  hrmly  below 
the  action  of  the  frost.  Each  of  these  plans  have  already  passed  the 
ordeal  of  experience  in  the  Eastern  States;  and  they  are  found  to  have 
every  necessary  degree  of  firmness  and  strength,  are  more  durable  than 
superstructures  that  are  at  or  upon  the  surface,  and  the  aggregate  ex- 
pense is  moreover  evidently  much  less  than  with  a  graded  road-bed, 
since,  with  this,  the  same  or  greater  expense  for  superstructure  seems 
necessary. 

The  principal  advantages  of  this  plan  are,  to  obviate  the  expense  of 
grading  the  road-bed  and  excavating  drains  and  ditches — the  necessity 
of  placing  the  grade  line,  generally,  above  the  surface,  to  avoid  the 
water,  partially  melted  snows,  and  ice,  that  frequently  cover  the  more 
level  portions  of  the  prairies  to  a  depth  of  some  inches.  This  alone 
will  amount  to  a  very  considerable  sum. 

Culverts,  drains  and  walls  to  protect  the  embankments,  will  also  be 
unnecessary,  as  the  water  will  pass  freely  under  the  superstructure  at  all 
points,  except  at  ridges,  and  here  they  are  not  required — from  the  dif- 
ficulty of  procuring  stone  on  the  prairies.  This  will  also  be  a  very  impor- 
tant item  in  the  expense. 


29 

The  expense  of  excavating  block  pits,  or  driving  piles  through  the  em- 
bankments, will  also  be  saved.  The  aggregate  of  these  expenses  will 
ordinarily  amount  to  a  sum  varying  from  one-third  to  one-half  of  the 
whole  expense  of  said  road;  and  this  amount,  it  will  be  seen,  must  be 
expended  from  one  to  two  years  before  any  advantage  can  be  derived 
from  its  u?e;  but,  upon  the  plan  proposed,  as  soon  as  the  superstructure 
is  laid,  cars  may  be  put  in  motion,  and  a  benefit  realized  from  the  money 
expended.  Should  it  be  determined,  ultimately,  to  form  a  road-bed  and 
construct  culverts  and  bridges,  with  stone  walls  and  abutments,  it  will 
be  seen  that  this  work  will  be  greatly  facilitated,  and  the  expense  very 
much  reduced,  by  means  of  the  superstructure  already  in  position;  and 
this  may  be  delayed  to  such  a  time  as  the  finances  of  the  State  would 
best  permit  more  expensive  structures,  or  its  interests  require  them. 
Upon  this  plan,  sharp  ridges  will  of  course  be  excavated,  and  deep  ra- 
vines either  embanked,  or  truss  work  raised  to  support  the  rails,  as  the 
case  may  require.  Truss  bridges,  also,  to  pass  the  different  streams, 
when  durable  stone  is  not  easily  procured,  would  not  only  be  a  great 
saving  of  expense  in  the  first  cost,  but  a  work  of  economy,  with  a  view 
of  ultimately  building  more  peimancnt  structures. 

I  have  thus,  sir,  in  a  very  hurried  and  desultory  manner,  made  known 
to  you  the  principal  facts,  as  well  as  my  views  in  relation  to  the  work 
you  have  placed  under  my  charge  will  admit  of.  The  accuracy  of  the  lat- 
ter, I  hope  more  fully  to  demonstrate  when  time  permits  me  to  present 
estimates  upon  different  parts  of  the  work. 

For  the  particular  distances,  elevation,  &c. ,  I  beg  leave  to  refer  you 
to  the  accompanying  tables.  As  the  field  operations  have  but  just  been 
completed,  I  am  not  able  at  this  time  to  exhibit  the  necessary  maps, 
profiles,  and  plans  pertaining  to  the  work;  they  are  however  in  progress, 
and  will  be  transmitted,  in  due  time,  by 

Your  obdient  servant, 

T.  B.  RANSOM,  Engineer. 


30 


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31 

Report  of  James  M.  Bucklin,  Principal  Engineer  of  the  Western  District. 

Vandalia,  Dec.  22, 1838. 
To  M.  McCoNNEL,  Acting  Commissioner 

of  the  First  Judicial  Circuit. 

Sir:  I  have  been  desirous  of  laying  before  you  this  winter  an  estimate  of  the 
'probable  cost  of  the  different  lines  of  road  included  within  the  limits  of  this  dis- 
trict, and  am  enabled  to  do  so  through  the  exertions  of  Mr.  Pollock,  my  principal 
assistant,  and  the  gentlemen  associated  with  him.  They  have,  under  very  dis- 
couraging circumstances,  completed  the  preliminary  examinations;  and  to  the 
accompanying  report  of  Mr.  Pollock  I  refer  you  for  a  description  of  them  in  de- 
tail. The  estimates  deduced  from  these  surveys  are  designed  as  apj)roxima- 
tions;  yet,  upon  a  more  careful  and  deliberate  examination  and  a  definitive  loca- 
tion, many  important  improvements,  conducive  to  economy  and  useful 
effect,  which  were  observed  to  be  practicable  during  the  course  of  the  field  op- 
erations, can  be  adopted,  and  the  cost  thereby  materially  lessened.  It  is  remar- 
kable that  the  different  routes  examined  have  not  proved  more  unfavorable,  and, 
indeed,  impracticable,  within  the  limits  of  an  ordinary  expenditure,  taking  into 
consideration  tlie  numerous  points  to  which  the  location  of  the  roads  are  restrict- 
ed, without  regard  to  the  topographical  features  of  the  country,  and  especially 
on  the  lines  running  at  right  angles  with  the  direction  of  the  streams. 

Could  a  greater  latitude  have  been  allowed  in  the  location  between  extreme 
points,  the  extraordinary  advantages  afforded  by  the  topographical  character  of 
the  State,  for  the  economical  construction  of  railroads,  would  have  been  ren- 
dered available  to  a  much  greater  extent,  and  the  roads  rendered  more  perfect 
and  effective.  The  survey  of  the  Pekin  and  Bloomington  branch  of  the  Central 
railroad  under  contract  between  Pekin  and  Tremont,  nine  and  a  half  miles,  at 
$9,192  per  mile,  has  been  extended  to  Bloomington,  a  distance  of  thirty-six  and  a 
half  miles.  The  average  cost  per  mile  is  estimated  at  Si  1,736.  The  construction 
of  the  Peoria  and  Mackinaw  branch  and  of  the  Pekin  and  Bloomington  branch  of 
the  Central  railroad,  is  impracticable  at  the  maximum  rate  of  graduation  fixed 
by  the  Board  of  Public  VV^orks.  With  a  grade  of  70  feet  per  mile,  however,  Pe- 
oria can  be  connected  with  the  Pekin  branch  within  4.81  miles  of  Mackinaw,  a 
distance  of  fifteen  miles,  at  a  cost  of  $8,217  per  mile. 

The  country  between  Bloomington  and  Decatur  on  the  route  of  ihe  Central 
railroad  has  been  explored;  the  distance  found  to  be  forty-six  miles,  and  the  prob- 
able cost  $14,645  per  mile.  The  crossing  of  Salt  creek  renders  the  graduation 
of  this  part  of  the  Central  railroad  very  expensive;  several  cross  sections  which 
were  takhn  off  the  valley  of  the  stream  exhibited  a  difference  of  $50,000  in  the 
cost  of  graduation.  A.  more  critical  examination  is  necessary  to  ascertain  the 
minimum  cost  of  this  division  of  the  road,  and,  before  it  can  be  properly  deter- 
mined, the  result  of  the  examinations  north  and  south  of  the  western  engineering 
district  should  be  known;  for  if  it  is  found  necessary  to  employ  gradients  of  more 
than  forty  feet  to  the  mile  in  the  graduation  of  other  portions  of  this  road,  the 
same  increase  in  the  maximum  rate  of  graduation  should  be  made  between  this 
part  of  it  included  within  the  western  district;  in  which  event  the  cost  of  gradua- 
tion would  be  lessened  without  detracting  from  the  efficiency  of  the  motive  power. 

The  first  and  second  divisions  of  the  Northern  Cross  railroad,  when  completed  to 
Springfield,  a  distance  of  fifty-six  and  three  quarter  miles,  will  cost  $624,250,  or 
$11,000  per  mile.  The  probable  cost  of  the  third  division  is  $332,000;  the  aver- 
age cost  per  mile  of  the  three  divisions  of  this  road,  viz:  the  first  division,  exten- 
ding from  Meredosia,  on  the  lUinois  river,  to  Jacksonville,  23.617  miles;  second 
division,  from  Jacksonville  to  Springfield,  32.127  miles;  and  the  third  division, 
from  Springfield  to  Decatur,  41^  miles,  in  all,  98.244  miles,  will  be  $9,750. 


32 

During  the  past  season  the  graduation  of  the  roads  under  contract  in  this  dis- 
trict have  advanced  with  great  rapidity.  Between  the  Illinois  and  Sangamon 
rivers,  a  distance  of  63.137  miles,  fifty-two  and  a  quarter  miles  of  the  gradu- 
ation of  the  Northern  Cross  railroad  are  completed.  The  unfinished  portions 
will  soon  be  finished,  and  large  quantities  of  materials  have  been  and  are  now 
being  delivered  upon  the  whole  line.  This  work  is  in  such  a  state  of  forward- 
ness as  to  warrant  the  belief  that  a  locomotive  engine  will  reach  Springfield,  from 
the  Illinois  river,  by  September,  1839. 

On  the  Pekin  and  Bloomington  branch  of  the  Central  railroad,  the  graduation 
of  that  part  under  contract  between  Pekin  and  Tremont  is  nearly  finished,  and 
will  probably  be  completed,  and  the  road  put  in  operation,  the  ensuing  summer. 
In  both  of  these  roads  it  has  been  necessary  to  enlarge  the  cuts  beyond  the  di- 
mensions prescribed  by  law.  About  ten  miles  of  superstructure  has  been  laid  on 
the  firit  division,  beginning  at  Meredosia.  The  law  of  internal  improvement 
restricts  the  width  of  track  to  four  feet  eight  inches  between  the  rails.  Obeying 
the  spirit  of  this  law  rather  than  the  letter,  I  have  laid  the  track  four  feet  nine 
inches,  that  being  the  general  width  of  roads  in  the  United  Slates.  It  is  worthy  " 
of  serious  inquiry,  I  think,  whether  it  tvould  not  be  expedient  to  increase  the 
width  of  track  still  more;  say  to  five  feet.  There  is  evidently  an  advantage  in 
a  wide  track,  laying  aside  its  e/Tect's  upon  the  movement  of  railroad  wheels  in 
curvatures:  but  these  effects  have  been  obviated  to  such  a  degree,  by  the  proper 
application  of  the  principle  of  the  cone  to  the  rims  of  the  wheels,  and  the  use  of 
wheels  of  small  diameter,  with  vibrating  axles,  that  I  cannot  perceive  any  ob-  ,■ 
jection  to  the  adoption  of  the  five  feet  track  in  the  construction  of  our  roads, 
possessing,  as  they  do,  so  large  a  proportion  of  straight  line,  and  few  curvatures 
as  small  even   as  fourteen  hundred  feet  radii. 

The  spikes  and  connecting  plates  accompanying  the  iron  purchased  for  the 
Northern  Cross  railroad,  were  found  not  to  suit;  and  the  expense  of  alter- 
ing them  has  nearly  equalled  the  original  cost.  Part  of  ihe  spikes  are  of  a  qual- 
ity not  much  better  than  the  worst  description  of  cut  nails.  This  lot  is  now  laid 
aside,  as  we  have  fortunately  discovered  another  lot  of  much  superior  iron. 
They  should  be  made  of  Juniata  or  Tennessee  iron,  as  it  is  essential  that  the 
most  tenacious  iron  be  employed  for  that  purpose.  The  definitive  tracing  of  the 
curvatures  and  tangents  on  the  graded  surface,  preparatory  to  laying  down  the 
superstructure,  and  the  superintendence  of  this  work,  has  been  confided  by  me  to 
Mr.  George  Plant,  whose  skill  and  experience,,  acquired  on  other  roads  in  the  same 
service,  well  qualifies  him  for  that  duty.  I  have  not  been  disappointed  in  my 
expectations  derived  from  his  well  known  abihty.  The  superstructure  as  far  as  it 
has  been  completed  is  as  well  and  as  substantially  laid  as  it  is  possible  for  a 
road  of  this  claSs  to  be  made.  It  has  remained  in  good  adjustment,  although 
heavy  loads  and  an  engine  weighing  ten  tons  have  repeatedly  passed  over  it. 
In  the  steepest  grades  its  weight  and  strength  are  considerably  increased. 
White  oak  timber  is  almost  entirely  employed;  and  the  plate  rail,  two  inches  by- 
one  half  inch,  has  consequently  every  advantage  that  it  can  possess  to  render  it 
secure  and  immoveable.  This  description  of  rail  will  answer  a  very  good  pur- 
pose, but  it  would  be  better  economy  in  the  end  to  substitute  the  H  rail  for  it 

The  order  of  the  Board  of  Public  Works,  requiring  the  change  of  the  maxi- 
mum grade  on  the  Pekin  and  Bloomingion  branch  of  the  Central  railroad  from 
fifty  to  seventy-five  feet  per  mile,  was  carried  into  effect,  and  the  cost  of  grading 
that  part  of  it  between  Pekin  and  Tremont,  a  distance  of  9.47  miles,  reduced 
from  $100,297  to  $40,297,  the  average  cost  of  the  graduation  being  now 
$4,192  per  mile,  instead  of  $10,459. 

Your  instructions  of  the  16th  June,  1838,  respecting  the  location  and  prepar. 


33 

citiou  for  contract  of  the  Naples  branch  of  the  Northern  Cross  railroad,  acconipa 
nied  with  an  order  of  the  Board,  requiring  this  branch  to  be  located  and  put  un- 
der contract,  were  obeyed,  but  in  pursuance  of  subsequent  instructions  received 
I'rom  you,  the  route  designated  by  you  was  prepared  for  contract. 

The  location  of  the  second  division  of  the  Cross  railroad,  between  Jacksonville 
and  Springfield,  has  been  revised  and  improved,  and  the  distance  found  to  be  thir- 
ty-three miles  and  six  hundred  and  seventy  feet,  which  is  a  little  less  than  by  the 
original  location. 

in  arranging  the  grades  of  the  roads  under  construction,  great  care  has  been 
taken  in  the  prairies  to  elevate  the  road-bed  one  or  two  feet  above  the  surface, 
and  at  the  same  time  drain  it  effectually  by  means  of  longitudinal  and  lateral 
ditches.  In  these  level  plains,  which  are  sometimes  saturated  with  water  for 
weeks  together  to  a  considei-able  depth,  I  am  satisfied,  from  my  own  experience, 
and  from  the  results  of  experiments  which  have  been  made  in  tlie  construction  of 
other  roads  in  the  United  States,  that  the  adoption  of  an  effectual  system  of 
drainage,  from  the  foundation  of  the  superstructure,  is  the  only  means  by  which 
its  durable  and  permanent  adjustment  can  be  secured  without  incurring  great 
expense. 

In  my  last  report  I  remarked  that  it  was  designed  to  pass  the  Sangamon  river 
on  a  bridge  of  three  hundred  feet  in  length,  two  spans  of  one  hundred  and  fifty 
feet  each;  since  which  I  have  had  an  opportunity  to  observe  the  effects  of  the 
stream  when  high,  and  have  no  reason  to  believe  that  any  greater  extent  of  span 
is  necessary  to  discharge  its  waters;  but,  upon  mature  deliberation,  I  have  deter- 
mined to  shorten  the  span  of  the  arches  to  one  hundred  feet  each,  and  to  place 
another  bridge  of  one  hundred  feet  span  in  the  bottom  between  the  river  and  the 
bluff.  The  strongest  reasons  operating  in  favor  of  the  change  are  the  necessity 
for  shortening  the  spans  of  the  bridge,  produced  by  want  of  height  in  the  abut- 
ments, and  the  fact  that,  whatever  may  be  the  peculiar  advantages  of  the  mode 
of  constructing  a  wooden  bridge,  it  is  continually  operated  upon  by  causes  affect- 
ing its  permanency  and  durability,  the  effect  of  which  increases  in  a  ratio  with 
the  length  of  the  span  and  the  changes  which  are  produced.  The  draining  of 
the  bottom  above  the  embankment  is  another  inducement;  but  the  shortening  of 
the  span,  1  consider  of  the  greatest  importance,  affecting  the  durabilitv  and  con- 
sequent value  of  the  work.  By  placing  more  piers  in  the  main  channel,  the  su- 
perstructure might  have  been  simplified  in  its  construction,  and  lessened  in  its 
cost;  but  the  foundation  of  the  piers,  and  the  increased  quantit}'-  of  masonry  re- 
quired, would  greatly  enhance  the  cost  of  the  bridge;  and  the  obstruction  of  the 
piers  to  the  passage  of  ice  and  drift  would  endanger  its  safety.  The  present  ar- 
rangement seems  to  ine  to  be  a  proper  medium  between  the  objections  arising 
from  the  adoption  of  long  or  short  spans  at  this  particular  point.  Mr.  Grubb. 
the  contractor,  has  laid  the  foundation  of  the  pier,  and  delivered  a  large  propor- 
tion of  the  stone  required.  It  will  be  nearly  completed  during  the  ensuing  season. 
The  plan  of  tliis  bridge  and  of  all  important  structures  of  this  kind,  in  the  wes- 
tern district,  are  from  the  designs  of  J.  &  W.  Madison,  superintendents  of  car- 
pentry on  the  Cumberland  road.  For  bridges  requiring  extraordinary  strength, 
1  know  of  no  plan  combining  so  many  advantages. 

Respectfully,  yourob't  servant, 

J.  M.  BUCKLIN. 


34 


NORTHERN  CROSS  RAILROAD. 
FIRST  Division. 

Table  of  Grades  from  Meredosia  to  Sangamon  river. 


Stations 

Grade  per 

Grade  per 

Total. 

Total  height 
above  the 

Length 
ofplane. 

Length 
of  divi- 

from        to 

100  feet 

mile. 

Illinois  riv. 

sion. 

Feet. 

Feet. 

Feet. 

Feet. 

Feet. 

Miles. 

15 

19 

_ 

Level 

_ 

91.270 

400 

19 

30 

.150 

i7.920 

Ascent 

1.650 

29.920 

1,100 

30 

31 

.172 

"9.082 

" 

.179 

93.099 

100 

31 

53 

.910 

11.088 

U 

4.620 

27.719 

2,200 

53 

124 

.065 

3.590 

Descent 

4.615 

93.097 

6,900 

124 

210 

.029 

1.531 

" 

2.494 

20.603 

8.600 

210 

231 

.100 

5.280 

" 

2.244 

18.459 

21.44 

231 

232 

.028 

1.478 

u 

.028 

18.421 

100 

232 

962 

.349 

Level 

_ 

18.421 

3,000 

262 

268 

.349 

18.497 

Ascent 

2.094 

20^515 

600 

968 

290 

.339 

17.899 

u 

7.458 

97.973 

2,200 

290 

322 

.420 

22.176 

" 

13.553 

41.526 

?'^nn 

322 

332 

.4437 

23.427 

" 

4.437 

45.962 

1,000 

332 

460 

.500 

26.400 

" 

64.000 

109.963 

12,800 

460 

515 

.600 

31.680 

'I 

33.000 

169.963 

5,500 

515 

539 

.670 

35.376 

" 

16.072 

159.035 

2,400 

539 

567 

.726 

38.333 

" 

20.112 

179.147 

2,770 

567 

614 

.650 

34.320 

u 

30.550 

209.667 

4,700 

614 

636 

.300 

15.840 

" 

6.600 

916.297 

2,200 

636 

673 

.230 

12.144 

Descent 

8.280 

207.117 

3,600 

673 

720 

.130 

6.864 

u 

6.240 

900.747 

4,800 

720 

746.5 

.370 

19.536 

" 

9.800 

191.377 

2,650 

746.5 

760 

Level 

_ 

191.377 

1,350 

760 

844 

.760 

40.128 

Descent 

63.840 

127.537 

8,400 

844 

846 

Level 

_ 

127.537 

200 

846 

911 

.760 

'  40.128 

it 

49.400 

.      176.937 

6,500 

911 

941 

.111 

5.860 

u 

3.330 

180.267 

3,000 

941 

996 

.400 

21.120 

Descent 

22.000 

158.267 

5,500 

996 

1011 

.100 

5.280 

Ascent 

1.500 

159.767 

hfl 

1011 

1042 

.600 

31.680 

" 

178.600 

.      17S.S67 

3,100 

1042 
1079 

1072 
1096 

.900 

10.560 

Descent 
Level 

6.000 

172.367 
172.367 

3,000 
2,400 

1096 

1108 

.250 

13.200 

Descent 

^.000 

169.367 

^^fl 

1108 

1130 

.600 

31.680 

Ascent 

31.200 

182.567 

2,200 

1130 

1133 

Level 

_ 

182.567 

300 

1133 

1162 

.430 

22.704 

Descent 

12.470 

170.097 

9.900 

1162 

1169 

.400 

21.120 

Ascent 

9.800 

172.897 

700 

1169 

1185 

.0785 

4.1448 

u 

1.256 

174.153 

1,600 

1185 

1200 

.250 

13.200 

11 

3.750 

177.903 

1,500 

1200 

1217 

.200 

10.560 

Descent 

3.400 

174.503 

1,700 

1217 

1233 

.400 

91.120 

u 

6.400 

168.103 

1,600 

1233 

1252 

.300 

15.840 

41 

5.700 

162.403 

1,900 

1252 
1257 

1257 
1262 

.200 

10.560 

Ascent 

1.000 

163.403 
163.403 

500 
500 

23.61 

35 


NORTHERN  CROSS  RAILROAD. 
SECOND    DIVISION. 

Table  of  Grades  from  Meredosia  to  Sangamon  rit-er— Continued. 


Stations 
from    tc 


0 
2 

38 
69 
73 

102.5 

135 

164 

178 

200 

209 

246 

256 

276 

.305 

308 

330 

340 

353 

370 

430 

441 

451 

463.5 

466 

490 

520 

535 

540 

560 

622 

642 

676 

689 

699 

711 

780 

807 

827 

858 

930 
1210 
1260 
1295 
1316 
1346 
1367 
1386 
1406 
1456 
1486 


Grade  per 
100  feet. 


69 
73 

102.5 
1.35 
164 
178 
200 

209 

246 

256 

276 

305 

308 

330 

340 

353 

370 

430 

441 

451 

463.5 

466 

490 

520 

535 

540 

560 

622 

642 

676 

689 

699 

711 

780 

807 

827 

858 

9.30 
1210 
1260 
1295 
1316 
1346 
1367 
1386 
1406 
1456 
1486 
1.506 


Feet. 


.50 
.625 


.625 

.400 

.320 
.380 

.400 
.700 

.140 
.200 

.650 
.150 
.300 
.160 
700 

.700 

.400 

.500 

.350 

.600 

.600 

.100 
.300 
.300 
.180 
.059 
.300 
.225 
.218 

.250 
..300 

.040 
.076 
.214 


Grade  per 
mile. 


Feet. 


26.400 
.32.900 


32.900 


.32.900 
21.120 


16.890 
20.064 


21.120 
36.960 


7.392 
10.560 


Level 
Ascent 
Descent 

Level 
Ascent 

Level 
Ascent 

Level 
Descent 
Ascent 

Level 
Ascent 
Descent 

Level 
Ascent 


- 

Level 

34.320 

Ascent 

7.920 

u 

15.840 

Descent 

8.448 

Ascent 

36.960 

Descent 

- 

Level 

36.960 

Ascent 

- 

Level 

21.120 

Descent 

- 

Level 

26.400 

Ascent 

- 

Level 

18.480 

Descent 

_ 

Level 

31.680 

Descent 

- 

Level 

31.680 

Ascent 

- 

Level 

5.280 

Ascent 

15.840 

Descent 

10.560 

Ascent 

9.504 

Descent 

.3.115 

u 

15.840 

u 

11.880 

Ascent 

11.510 

_ 

Level 

13.200 

Descent 

15.840 

- 

Level 

2.112 

Ascent 

4.012 

Descent 

11.299 

Ascent 

1 

Total. 


Feet. 


18.00 
19.375 


18.4.39 


18.125 
5.600 


14.060 

8.000 
20..300 

3.080 
2.000 

11.050 
9.000 
3.300 
1.600 

8.750 

16.800 
6.000 

10.000 

7.000 

7.800 

7.200 

2.700 

6.000 

6.200 

12.960 

16.429 

15.000 

8.875 

4.578 

5.250 
5.700 

2.000 
2.280 

4.280 


Total  height 
above  the 
Illinois  riv. 


Feet. 

163.403 

181.403 

162.028 

162.028 

180.467 

180.467 

198.592 

204.192 

204.192 

201.312 

21.5.372 

215.372 

223.372 

203.072 

203.072 

206.152 

208.152 

208.152 

219.202 

228.202 

224.902 

226.502 

217.752 

217.752 

234.552 

234.552 

228.552 

228.552 

238.552 

238.552 

231.552 

231..552 

223.752 

223.752 

230.952 

230.952 

233.652 

227.652 

233.852 

220.892 

204.316 

189.316 

197.191 

192.613 

192.613 

187.363 

181.663 

181.663 

18.3.663 

181.383 

185.663 


Length 
of  plane. 


Feel. 

200 
3,600 
3,100 
400 
2,950 
3,250 
2,900 
1,400 
2,200 
900 
3,700 
1,000 
2,000 
2,900 
300 
2,200 
1,000 
1,300 
1,700 
6,000 
1,100 
1,000 
1,250 
250 
2,400 
3,000 
1,500 
500 
2,000 
6,200 
2,000 
3,400 
l,.30O 
1,000 
1,200 
6.900 
2,700 
2,000 
.3,100 
7,200 
27,847 
5,000 
3,500 
2,100 
3,000 
2,100 
1,900 
2,000 
500 
3,000 
2,000 


Length 
ofdivi- 


Miles. 


NORTHERN   CROSS   RAILROAD. 

SECOND  DIVISION — Continued. 

Table  of  Grades  from  Meredosia  io  Sangamon  river— Continued. 


Stations 
from  to 


Grade  per 
100  feet 


1506 

1521 

1591 

1550.5 

1550.5 

1576 

1576 

1590 

1590 

1616 

1616 

1061 

1661 

1676 

1676 

1709 

i7oy 

1726 

1726 

1749 

1749 

1773 

1773 

1775 

Feet. 


.226 
.409 
.360 
.040 
.240 
.240 

.080 
.250 
.200 

.238 
.043 


Grade  per 
mile. 


Feet. 

11.933 
21.120 
19.008 
2.112 
12.672 
12.672 

4.224 
13.200 
10.560 
12.566 

2.270 


Total. 


Total  height 
abo.ve  the 
Illinois  riv. 


Descent 

Ascent 

Descent 

Ascent 

Descent 

Level 

Ascent 

Descent 

Ascent 


Feet. 

63.390 
11.800 

9.180 
.560 

6.240 
10.800 

2.640 
4.250 
4.600 
5.712 


THIRD    n VI SIGN. 


1775     1776 


.043 
.323 

.238 


1776  1791 

1791  1800 

1800  1828 

1828  1848  .300 

1848  1868  .150 

1868  1888  .070 

1888  1898  .150 

1898  1927  .350 

1927  1949  .260 

1949  1984  .046 

1984  2011  .165 

20n  2088  .755 

2088  )  2111  .152  _ 
Bottom  of  Sangamon  river 


Total  to  Sangamon  river 


2.270 
17.054 
12.506 

15.840 
7.920 
3.696 
7.920 

18.482 

13.728 

24.28 

8.712 

39.864 

8.025 


Level 
Descent 


Ascent 

Descent 

Ascent 


4.845 
2.142 

6.000 
3.000 
1.400 
1.500 

10.150 
5.720 
1.610 
4.455 

58.135 
3.496 


Feet. 

182.273 
170.473 
179.653 
179.093 
185.333 
174.533 
1174.533 
"177.173 
172.923 
168.323 
174.035 
174.121 


Length 
of  plane. 


Feet. 

1,500 
2,950 
2,5.50 
1,400 
2,600 
4,500 
1,500 
3,300 
1,700 
2,400 
2,400 
200 


Length 
of  divi- 
sion. 


Miles. 


174.164 
179.009 
181.151 
181.151 
175.151 
172.151 
170.751 
169.251 
159.101 
164.821 
166.431 
161.976 
103.841 
107.337 
85.753 


100 
L500 

'900 
2,800 
2,000 
2,000 
2,000 
1,000 
2,900 
2,200 
3,500 
2,700 
7,700 
2,300 


33.127 


63.107 


Copy  of  a  report  from  Mr.  Parker. 

Western  Division,  Northern  Cross  Railroad, 

Illinois.  August  ll,  1838. 
To  Murray  McConnel,  Esq. 

Commissioner  Board  of  Public  Works. 

Sir:  In  conforrnitj  with  the  I2th  section  of  the  Internal  Improve- 
ment 1.1VV,  I  have  the  honor  to  present  to  jou,  and  to  the  Board  of  Public 
Works,  the  following  report. 

In  a  communication  from  vou,  dated  11th  June  last,  informing  me 
that  the  three  miles  of  the  Northern  Cross  ndlroad,  running  west  from 
the  Illinois  river,  were  ordered  to  be  put  under  contract,  I  was  instructed 
to  locate  the  same  and  prepare  it  for  contractors  by  the  i3th  of  the 
present  month. 

The  reconnoissance  of  the  country  last  fall  being  more  general  in  its 
character,  and  indefinite  as  to  the  most  feasible  route  for  the  location, 
1  deemed  it  highly  important  to  enter  upon  a  re-examination  of  the  coun- 
try at  the  p3ints  in  the  route  presenting  the  most  serious  obstacles.  Ac- 
cordingly, an  engineering  corps  was  organized,  and  placed  under  the 
direction  of  Mr.  Egbert  l3ewey,  assistant  engineer,  who  proceeded,  with 
instructions,  to  the  place  designated  for  the  commencement  of  our  field 
operations. 

The  principal  difficulties  to  be  overcome  were  either  by  ascending 
from  the  bottom  to  the  table  lands  above,  through  short  and  abrupt  ra- 
vines, and  consequently  by  adopting  steep  grades,  or  traversino-  the 
valley  of  a  winding  stream,  with  lower  grades  and  short  radii  of  curvi- 
ture.  After  patient  investigation  of  this  matter,  and  expeditious  exper- 
iment, dictated  by  a  desire  to  consult  the  "most  rigid  economy"  in  a 
close  comparison  of  the  cost  of  construction,  as  well  as  the  vertical  and 
horizontal  direction  of  the  different  trial  lines,  I  w\is  enabled  to  decide 
to  my  entire  satisfection  upon  the  one  combining  the  most  desirable 
advantages.  I  am  also  satisfied,  after  comparing  opinions  with  {hose 
who  had  more  immediately  the  direction  of  the  original  examination, 
that  theirs  agree  with  mine  in  every  important  particular  relating  to' 
the  location. 

A  report  having  been  submitted  by  Mr.  H.  P.  Woodworth,  including 
the  western  division  of  the  Northern  Cross  railroad,  it  was  my  province, 
here,  to  make  reference  to  that  report  for  a  description  of  the  oricrinpj 
surveys,  and  proceed  to  consider  the  more  recent  explanations^and 
amendments. 

First.  As  one  of  the  prominent  objections  to  the  route  first  examined 
was  between  the  town  of  Versailles  and  Mount  Sterling,  about  two 
miles  from  the  former  place,  the  review  was  commenced  near  Versailles 
and  run  in  a  northwesterly  direction,  varying  in  all  places  when  it  was 
thought  advisable,  in  order  to  make  any  easy  graduation  with  less  ex- 
pense. Alpng  this  line,  the  country,  for  a  short  distance  is  considerably 
undulatmg,  presenting,  perhaps,  more  prominent  features  than  any  other 
section  on  this  route;  but  op  entering  into  a  geological  examination  of 
It,  there  were  found  no  material  objections,  it  being  formed  of  a 
loose  Qarth  and  easily  removed. 


38 

Second.  A  line  was  run  from  the  northern  or  Camp  creek  route, 
commencing  at  a  point  near  the  mill  of  Cornelius  Vandeventer,  esq. 
ascending  the  bluff  through  a  small  ravine,  and  intersecting  the  first 
named  or  central  line  one  mile  northwest  of  Versailles.  This  was  found 
much  too  steep  and  winding  to  admit  of  the  location  for  a  useful  line  of 
road. 

Third.  A  route  was  examined  diverging  from  the  Camp  creek  line, 
about  four  miles  further  north,  up  said  creek,  and  intersecting  the  central 
line  on  the  ridge  two  and  a  half  miles  northwest  of  Versailles;  this 
line  was  also  found  objectionable  on  account  of  its  winding?,  linear  ex- 
tent, and  abrupt  gradients. 

Many  other  lines  were  carefully  and  instrumcntally  examined,  which 
presented  insurmountable  difficulties;  and  at  length  are-examination 
was  instituted  along  the  original  survey  of  Camp  creek,  with  a  view,  if 
possible,  of  cuting  the  points  of  the  hills,  and  thereby  diminishing  the 
resistance  which  would  be  caused  by  the  abruptness  of  the  curves.  This,, 
however,  was  attended  with  but  little  success,  as  the  line  was  frequently 
interrupted  by  bold  and  rocky  prominences  in  the  windingsof  the  valley, 
and   by  constant  changes  of  direction. 

Independentof  the  objections  offered  to  this  line  on  account  of  its 
serpentine  course,  it  was  found  two  and  three-fourth  miles  farther  ift 
its  linear  extent  than  any  other  line  examined  It  was  also  found  subject 
to  inundation  at  high  stages  of  water,  and  that  it  would  be  necessary  to 
raise  an  embankment  on  the  creek  bottom  for  nearly  the  whole  extent 
of  the  route,  and  (where  ii  would  not  exceed  the  expense  of  making  new 
channels  for  the  stream)  it  would  require  many  small  bridges  or  exten- 
sive culverts. 

Bearing  in  mind  some  of  the  main  objects  of  the  proposed  work,  I 
deemedit  my  duty,  so  far  as  practicable,  to  make  a  choice  for  the  location 
of  the  road  which  would  be  the  most  economical  in  its  construction  and 
embrace  the  advantages  of  speedy  conveyance,  the  accommodation  of 
the  inhabitants,  and  the  general  development  of  the  resources  of  the 
country  along  the  route:  also,  taking  into  consideration  its  prospective 
usefuhiess,  it'was  my  wish  to  determine  upon  a  route,  the  graduation  of 
which  could  be  arranged  with  a  view  to  accommodate  an  increase  of 
trade  and  an  easy  transportation.  Accordingly,  a  line  was  commenced 
on  the  bank,  at  a  point  opposite  the  termination  of  the  road  on  the  east- 
ern side  of  the  Illinois  river,  and  run  across  the  river  bottom,, 
north,  about  62^^  west,  to  the  mouth  of  a  ravine  near  Mr.  Henry  Ham- 
baugh's  residence;  thence  up  this  ravine  to  Versailles,  situated  on  the 
south  half  of  section  seventeen,  in  township  two  south,  and  in  range  two 
west;  making  an  extent  of  line  from  the  river  bank  to  Versailles  of  6.50 
miles.  From  this  place  the  line  passes  in  a  northwesterly  direction  over 
some  of  the  breaks  or  undulations,  first  above  noticed,  at  the  heads  of  the 
small  streams  running  into  Camp  creek  on  the  northeast,  and 
M'Kee's  creek  on  the  southwest,  for  about  two  miles;  thence,  by  passing 
along  on  the  ridge  dividing  the  waters  of  the  above  mentioned  streams, 
with^easy  grades  and  slight  curves,  it  reaches  Mt.  Sterling,  pleasantly 
situated  on  an  eminence  in  the  prairie,  15.89  miles  from  the  Illinois 
river,  on  the  northeast  quarter  of  section    seventeen,  in  township    one 


south  of  the  base  line,  and  in  range  three    west  of  the  fourth  principal 
meridian.  ^ 

In  making  a  selection  for  this  division  of  the  road,  I  ana  fully  convinced 
by  various  researches  and  personal  obervation,  that  a  more  direct  and 
more  eligible  route  could  not  have  been  chosen  between  the  two  points. 
As  to  the  general  features  of  the  country  along  this  line,  there  is  noth- 
ing pecuHarly  striking  in  its  topography,  or  remarkably  interesting  in 
Its  geological  formation.  The  undulating  timber  lands  on  the  river 
bluffs,  the  extended  bottom  and  prairie  lands  on  the  margin  of  the  Illi- 
nois and  in  the  interior,  and  its  peculiar  adaptation  to  agriculture 
together  with  the  good  quality  and  great  quantity  of  material,  such  as 
rock  and  timber,  situated  immediately  on  the  route,  were  important  con- 
siderations in  making  a  selection,  and  are  valuable  inducements  for  the 
tuture  progress  of  this  line  of  the  public  improvement. 

The  climate  is  healthful j  the  inhabitants  are  already  numerous  and 
increasing.  A  desire  for  improvement  seems  to  be  awakened  in  the 
vicinity  of  the  work,  and  new  signs  of  enterprise  are  daily  visible 
in  the  cultivation  of  the  soil  and  in  the  abundant  increase  of  ao-ricultural 
products.  * 

The  lands  in  the  vicinity  of  the  road  are  estimated  at  great  value- not- 
withstanding which,  I  can  cheerfully  acknowledge  the  liberality    of  the 
inhabitants  in  throwing  open  their  fields,  and  relmquishing  to  the  State 
iree  of  cost,  a  sufficient  quantity  for  the  construction  and  future   use  of 
the  road. 

The  inhabitants  of  Mt.  Sterling  and  Versailles,  flourishing  villages  in 
the  interior,  affording  to  the  adjacent  population  their  necessary  supplies 
ot  merchandize,  anticipated  the  extension  of  this  railroad  as  formini?  a 
connecting  link  between  the  Mississippi  and  Illinois  rivers;  and  that  its 
intersection  with  other  portions  of  the  public  works  would  greatly  faci 
litate  the  interchange  of  commodities  and  the  communication  by  travel 
ling.  It  was  ascertained  by  observations  at  the  bluff,  and  on  th^  river 
bank  by  marks  on  the  trees  and  otherwise,  that  the  water  from  the  Illi- 
nois river,  at  its  highest  stage,  inundated  the  bottom  to  a  considerable 
depth,  and  that  it  would  be  necessary  to  raise  the  road-bed  to  the  aver- 
age height  of  about  seven  feet  across  the  bottom.  After  estimating  va- 
rious plans  ior  the  substructure  of  this  part  of  the  road,  it  was  tho^^K^ht 
best  and  cheapest  to  throw  up  an  embankment,  above  iiigh  water  ma^rk 
with  broad  slopes  and  a  sufhcient  number  of  sluices  bound  by  proteciion' 
walls.  This,  well  lined  with  brush,  confined  by  the  earth-work,  will  pro- 
tect the  embankment  from  washing,  and  give  vegetation  a  chance  to 
take  root,  which  wil!  soon  form  a  protection  to  the  slopes.  In  cross- 
ing the  bottom  at  right  angles  with  the  line  of  the  river  bank,  it  will  be 
necessary  to  adopt  a  level  grade,  in  order  to  preserve  uniformity  of 
road-bed  above  the  water  level.  ^ 

This  line  from  the  river  bank,  being  horizontally  and  vertically  of  one 
direction,  will  orm  a  beautiful  as  well  as  useful  portion  of  the  road, 
and  when  completed  as  it  is  contemplated,  I  hesitate  not  to  say,  will  be 
as  durable  as  any  portion  of  the  work.  As  the  resistance  in  the  transit 
of  the  line  through  the  river  bluffs  will  be  the  greatest  in  this  division, 
and  indeed  will  require  the  extent  of  the  power  necessary  between 
quincy  and   the  llhnois    river,   it  is   well  to  remark  that  the  maximum 


40 

trrade  will  be  70  feet  to  the  mile,  the  minim.utn  radius  of  curvitures,  1,142 


teet 


Tiie  present  graduation  of  this  work,  from  the  blufts  to  Mt.  Sterlmg, 
was  surveyed  in  great  haste,  and  it  is  not  improbable  that  it  may  be  much 
improved.  The  operations  of  the  field  have  been  hurried,  m  order  to 
perform  its  duties  or  make  the  necessary  examinations  before  the  time 
appointed  for  the  letting  to  contractors;  and  it  gives  me  much  pleasure 
publicly  to  bear  testimony  to  the  fidelity  and  industry  with  which  the 
duties  of  the  field  have  been  discharged.  _ 

An  exhibit  of  quantities  and  the  cost  of  construction,  together  with  a 
table  of  grades  and  curves  upon  the  whole  Ime,  are  hereto  annexed; 
also,  detailed  drawings  of  the  formation  of  the  road-bed,  masonry,  &c., 
with  written  specifications,  in  which  the  same  are  to  be  executed,  ac- 
companying the  maps  herewith  returned.  All  are  most  respecttully 
submitted  by 

Your  obedient  servant, 

AMASA  R.  PARKER,  Resident  Eng, 


rineer 


An  exhibit  of  the  cost  of  grading  so  much  of  the  Northern  Cross  railroad 
as  lies  between  the  Illinois  river  and  Mt.   Sterling,  in  Schuyler  coun- 
ty, it  being  divided  into  fifteen  sections,  as  follows: 
Section  No.  50,  63,7.55  cubic  yards  embankment,  at  18  cts    |1 1,475  90 
41),  81,836  cubic  yards  embankment,  at  17  cts       l3,911    95 
48,  52,293  cubic  yards  em.bankment,  at  18  cts        9,4l2  74 
Grubbing  and  clearing  on  river  bank         -  -  ^^^  ^^ 

Total  -  -  -  -  J4,950  50 

August  15,  1838.     The    contract   price   for  the  above  three   sections 
will  exceed  |40,000, 

Section    M.  47— 5,300 /ce^ 

16,560  cubic  yards  embankment,  at  1 5  cents  -  1^'^^^  ^^ 

1,652  cubic  yards  excavation,  at  14    cents  -  231   28 

83  cubic  yards  masonry  in  culverts,  at  $4  50      -  3/3  51 

Grubbing  and  clearing           -                      -  -  -^^  Q" 

Total  -  -  -  - 

Section  M.   46— 4,700 /eef. 

46,695  cubic  yards  embankment,  at  15  cents 
1,722  cubic  yards  excavation,  at   l4  cents 
151   cubic  yards  masonry  in  culverts,  at  |4  OO     - 
Grubbing  and  clearing 

Total  -  - 


3,338 

78 

|7,004  25 
241  08 
604  00 
250  00 

8,099 

33 

41 

Section  M.  45—6,100  feet. 

37,'.192  cubic  yards  embankment,  at   15  cents 
76,125  cubic  yards  excavation,  at   14  cents 

171  cubic  yards  masonry  in  culverts,  at  $3  50 
Grubbing  and  clearing 


Total 


Section  M.  44— 5,400 /f.e^ 


30,031   cubic  yards  embankment,  at  l5  cents 
23,158  cubic  yards  excavation,  at  13  cents 

232  cubic  yards  masonry  in  culverts,  at  $o  50 
Grubbing  and  clearing 

Total 

Section  JVb.  43 — 4,900 /ed. 

49,l73  cubic  yards  embankment,  at  15  cents 
42,848  cubic  yards  excavation,  at  14  cents 

190  cubic  yards  masonry  in  culverts,  at  .f4  OO 
Grubbing  and  clearing 

Total 

Section    JVo.  42— 4^700  feel. 

19,876  cubic  yards  embankment,  at  14  cents 
21,138  cubic  yards  excavation,  at  l4  cents 

75  cubic  yards  masonry  in  stone  drains,  ^4  00 
Grubbing  and  clearing 


Total 


Section  No.  41—6,000  feet. 


12,066  cubic  yards  embankment,  at  15  cents 
289  cubic  yards  excavation,  at   14  cents 
39  cubic  yards  masonry  in  stone  drains,  at  ,^4  50 
Grubbing  and  clearing  .  .  -, 

Total  .... 

Section  No.  40— 5, iiOO  feet. 

8,602  cubic  yards  embankment,  at  16  cents 
5l3  cubic  yards  excavation,  at   14  cents 
14  cubic  yards  masonry  in   stone  drains,  at  |4  50 
Grubbing  and  clearing 

Total 


$5,608 

80 

10,657 

50 

598 

50 

200  00 

17.064  80 

|4,504 

65 

3,010  54 

812 

00 

250  (JO 

8,577 

19 

$7,375  95 

5,998 

72 

760  CO 

150  00 

14.284 

67 

|2,782 

64 

2,959 

32 

175 

50 

150 

00 

6,191 

96 

|1 ,800 

90 

40  46 

175 

50 

250 

00 

2,266 

86 

$1,376  32 

71 

82 

63  00 

250  00 

1,761 

14 

42 

Section  No,  39—5,600  feet. 

8,604  cubic  yards  embankment,  at  15  cents             -  $1,"290  60 

68l   cubic  yards  excavation,  at  15   cents                  -  l02    l5 

44  cubic  v'urds  masonry  in  stone  drains,  at  $4  50  198  00 

Grubbing  and  clearing           -                     -                     -  300  00 

Total  .  -  -  . 

Sectio7i  No.   38— 5,200 /eef. 

2,726  cubic  yards  embankment,  at  16   cents 
5.567  cubic  yards  excavation,  at  14  cents 

14  cubic  yards  masonry  in  stone  drains,  at  $4  50 
Grubbing  and  clearing  -  .  . 

Total  -  - 

Sectibn  M.  37—5,200  feet. 

5,751  cubic  yards  embankment,  at  15  cents 
2,582  cubic  yards  excavation,  at  l4    cents 

47  cubic  yards  masonry  in  stone  drains,  at  $4  50 
Grubbing  and  clearing  -  .  . 

Total  .  -  .  -  - 

Section  M.  36—4,500  feet. 

3,384  cubic  yards  embankment,  at  14  cents 
4,434  cubic  yards  excavation,  at  14  cents 

29  cubic  jards  masonry  in  stone  drains,  at  |)4  00 

Total  ...  - 

Making  the  average  cost  per  mile,   from  Illinois  river  to  Mt.    Sterling 
$6,472  67;  or  from  the  river  bluffs  to  Mt.  Sterling,  $5,710  20. 


1,890  75 

$436  16 

779  38 

63  00 

250  00 

1,52.S  54 

$862  65 
361  48 
21  i  50 
150  00 

1,585  63 

$473  76 
620  76 
116  00 

1,210  52 

43 


A  Table  of  Grades, 


a 
.2  « 

o  g 

.2 

a  o 
.2.S 

§1 

6 

Direction. 

|l 

.2  ^ 

2  1.* 

1' 

iji 

l! 
31 

Localities. 

Fed. 

Fee^ 

Feet. 

Feet. 

Miles.     Feet. 

1 

Level 

_ 

_ 

16.20 

20,400 

3  4,560 

River  bottom. 

2 

Ascending 

51.82 

52.03 

68.22 

5,300 

4  4,580 

River  bluff. 

3 

u        ^ 

70.00 

114.01 

182.23 

8,600 

6  2,620 

Versailles. 

4 

u 

3.75 

4.77 

187.00 

6,700 

7  4,040 

5 

14 

3.3.79 

16.00 

203.00 

2,500 

8  1,260 

6 

Descending 

15.60 

6.50 

196.50 

2,200 

8  3,460 

Ascending 

39.60 

31.50 

228.00 

4,200 

9  2,380 

Heads  of  Camp  and 

8 

3.16 

.36 

228.36 

600 

9  2,980 

M'Kee's  creeks. 

9 

u 

18.48 

17.50 

248.50 

5,000 

11  1,820 

10 

u 

11.88 

900 

257.50 

4,000 

12      540 

11 

" 

1.55 

100 

258.50 

3,400 

12  3,940 

12 

« 

18.23 

1450 

273.00 

4,200 

13  2,680 

13 

Descending 

3.10 

200 

271.00 

3,400 

14      980 

14 

Ascending 

5.94 

10.125 

281.125 

900 

15  4,700 

Mt.  Sterling. 

Copy  of  a  communicaiion  from  the  President    of  the   Jacksonville   and  Naples 
Railroad  Company. 

To  Murray  McConnel,  Esq., 

Commissioner,  ^'C. 

Jacksonville,  July  24, 1838. 
Dear  Sir:  Since  the  meeting  of  the  Commissioners  of  the  Board  of  Public 
Works  at  Vandalia,  when  they  ordered  a  construction  of  a  lateral  road  to  the 
town  of  Naples  from  the  main  line  of  the  Northern  Cross  railroad,  I  have  learned 
that  the  engineers  in  your  employ  have  surveyed  several  lines  passing  in  different 
directions  from  said  main  line  to  the  town  of  Naples  and  Columbus;  from  which 
I  infer  that  said  engineers  are  seeking  for  the  shortest  and  cheapest  route  from 
any  part  of  said  road  to  the  town  of  Naples,  in  the  same  manner  and  upon  the 
same  principles  that  they  would  do  if  the  Naples  and  Jacksonville  Railroad  Com- 
pany did  no  texist,  and  had  not  constructed  a  road,  under  their  chartered  rights, 
for  nearly  four  miles.  Under  present  circumstances,  I  deem  it  my  duty,  !.n  be- 
half of  said  Railroad  Company,  to  inform  you  that  there  exists  a  chartered  grant 
from  the  Legislature  of  the  State,  to  the  Naples  and  Jacksonville  Railroad  Com- 
pany, to  make  a  railroad  from  the  Illinois  river  at  Naples,  through  Wolf  run,  to 
the  town  of  Jacksonville;  that  said  company  have  expended  nearly  twenty  thou- 
sand dollars  in  the  construction  of  a  part  of  said  road.  No  part  of  the  chartered 
rights  of  said  company  has  been  surrendered  to  the  State;  and  by  reference  to 
the  internal  improvement  law  upon  that  subject,  it  is  not  made  your  duty 
to  attempt  to  procure  a  surrender  of  the  charter  of  said  company  to  the 
State,  nor  would  said  company,  in  justice  to  itself,  have  granted  your  request  had 
you  so  attempted.  You  will  see  that,  under  the  circumstances  surrounding  this 
•case,  it  becomes  important  that  the  State  should  pursue  a  course  not  inconsistent 


44 

with  our  rights  and  interests  acquired  from  the  State,  as  well  upon  principles  of 
justice  to  us  as  of  economy  on  its  part.  I  hold  that  the  law  is  well  settled  that 
the  State  cannot  make  a  road  over  our  chartered  route  without  our  consent,  or 
upon  any  principle,  ancient  or  modern,  without,  at  least,  paying  all  damages  that 
may  arise  from  such  an  act.  It  is  equally  true  that  the  State  cannot  construct 
a  road  from  Meredosia  to  Jacksonville,  though  it  should  avoid  the  immediate  route 
named  in  our  charte?'',  and  thereby  I'ender  our  chartered  rights  of  no  avail, 
without  the  consent  of  the  company,  or  the  payment  of  damages  as  aforesaid. 
All  these  questions  have  been  fully  settled  by  the  Supreme  Court  of  the  United 
States,  and  by  other  high  judicial  tribunals  of  the  country. 

1  contend,  in  behalf  of  the  company,  and  we  shall  put  ourselves  in  this  legal  po 
sition,  that,  in  any  event,  whether  a  lateral  branch  be  made  by  the  State  to  Naples 
or  not,  the  State  must  pay  for  our  road  and  all  damages,  or  abandon  making 
a  road  di  this  route  itself. 

The  question  then  presents  itself  to  you  cXnd  your  engineers,  whether  it  would 
be  best  for  the  State  to  pay  for  the  work  we  have  already  done,  and  throw  it 
away,  or,  having  paid  for  it,  to  use  it  for  the  purposes  and  benefit  of  the  State. 
There  is  one  other  fact  which  I  deem  it  my  duty  to  make  known,  and  at  this 
stage  of  the  proceedings,  and  that  is,  that  the  State  is  already  occupying  more 
than  fifteen  miles  of  the  route  expressly  named  in  our  charter,  and  above  seven 
miles  of  the  private  landed  property  of  the  stockholders  of  said  company. 

Having  communicated  these  facts  and  intimated  our  intentions,  and  referred  to 
the  principles  of  law  that  govern  the  matter,  we  leave  the  question  with  you  and 
your  engineers,  not  doubting  that  you  will  see  what  is  the  interest  of  the  State, 
and,  seeing  it,  will  not  fail  to  act  accordingly. 

Now,  we  propose  to  surrender  all  our  rights  as  a  chartered  company,  if  the 
State  will  take  and  complete  our  road,  and  pay  us  for  the  work  done  at  what  it 
is  worth.  In  addition  to  the  general  principles  of  law  that  govern,  in  this  case, 
it  is  expressly  provided  in  our  charter  that  the  State  shall  not  take  away  our 
chartered  privileges  without  first  paying  all  costs  and  expenses,  interest,  and 
damages. 

I  am,  very  respectfully,  yours,  &c. 

MIRON  LESLIE, 
President  of  the  Naples  and  Jacksonville  Railroad  ComjMny. 


A  statement  and  description  of  the  obstructions  to  the  navigation  of  the  Illinois 
river  leloio  the  mouth  of  the  Sangamon  river;  and  amount  of  cubic  yards  of 
excavation  in  each  lar^from  the  mouth  of  the  Illinois  river  to  the  mouth  of  the 
Sangamon  riter. 

The  first  bar  in  the  Illinois  river,  being  six  miles  from  the  mouth  of  the  river, 
is  called  Six-mile  bar.  When  the  lUinois  and  Mississippi  rivers  are  both  low, 
the  water  is  twenty- eight  inches  deep  in  the  channel.  To  cut  a  channel  through 
this  bar  one  hundred  and  fifty  feet  wide,  so  as  to  make  it  contain  four  feet  water 
in  depth  at  its  lowest  stage,  it  will  be  necessary  to  excavate  1,371  cubic  yards  of 
earth  from  the  bottom  of  the  river. 

French  bar  is  twenty-four  miles  from  the  mouth  of  the  river,  is  one  hundred 
and  fifty  feet  wide,  has  twenty-eight  inches  of  water  upon  it  at  the  lowest 
stage;  and  will  require,  to  make  the  proposed  channel  one  hundred  and  fifty  feet 
wide,  1,371  cubic  yai-ds  excavation. 


45 

Hurricane  Island  bur  is  thirty  miles  from  the  mouth  of  the  river,  is  one  thou- 
sand three  hundred  and  twenty  feet  wide,  and  has  thirty-nine  inches  of  water 
upon  it  at  the  lowest  stage;  and  will  require,  to  make  the  proper  channel  one 
hundred  and  fifty  feet  wide  and  four  feet  deep,  7,332  cubic  yards  excavation. 

Apple  Creek  bar  is  forty-two  miles  from  the  mouth  of  tho  river,  is  three  hun- 
dred feet  wide,  and  has  twenty-seven  inches  of  water  at  the  lowest  stage;  ana  will 
require,  to  make  the  proper  channel  one  hundred  and  fifty  feet  wide,  3,333  cubic 
vards  excavation. 

"  Otwell  bar  is  forty-five  miles  from  the  mouth  of  the  river,  is  two  thousand  six 
hundred  and  forty  feet  wide,  and  has  but  two  feet  water  upon  it,  at  the  lowest 
>  stage,  and  is  considered  one  of  the  worst  bars  in  the  river;  and  will  require,  to 
make  the  proper  channel  one  hundred  and  fifty  feet  wide  and  four  feet  deep, 
31,556  cubic  vards  excavation. 

Steward's  Point  bar  is  forty-eight  miles  from  the  mouth  of  the  river,  is  four 
hundred  and  fifty  feet  wide,  and  has  twenty-eight  inches  water  upon  it  at  the 
lowest  stao-e;  and  will  require,  to  make  the  channel  one  hundred  and  fifty  feet 
wide  and  four  feet  deep,  3,333  cubic  yards  excavation. 

Grand  Pass  bar  is  forty-nine  miles  from  the  mouth  of  the  river,  and  is  four 
hundred  and  fifty  feet  wide,  and  has  thirty  inches  water  upon  it  at  the  lowest 
stage;  and  will  require,  to  make  the  channel  one  hundred  and  fifty  feet  wide 
and  four  feet  deep,  3.7i)4  cubic  vards  excavation. 

Cooper's  Island  bar  is  fifiy-one  miles  from  the  mouth  of  the  river,  and  is  six 
hundred  feet  wide,  and  has  thirty  inches  water  upon  it  at  the  lowest  stage;  and 
will  require,  to  make  the  channel  one  hundred  and  fifty  feet  wide  and  four  feet 
deep,  6,666  cubic  yards  excavation.  ,       ,    j 

Bridgeport  bar  is  fifty-two  and  a  half  miles  from  the  mouth,  and  is  one  hundred 
and  fifty  feet  wide,  has  three  and  a  half  feet  water  upon  it  at  the  lowest  stage; 
and  will  require,  to  make  the  proper  channel  one  hundred  and  fifty  feet  wide  and 
four  feet  deep,  416  cubic  yards  excavation.  ^  ,       • 

Little  Blue  bar  is  fifty-eight  and  a  half  miles  above  the  mouth  of  the  river,  is 
sixty  feet  wide,  and  has  thirty  inches  water  upon  it  at  the  lowest  stage;  and  will 
require,  to  make  the  proper  "channel  one  hundred  and  fifty  feet  wide  and  four 
feet  deep,  167  cubic  yards  excavation. 

BerintTton's  bar  is  sixtv-two  iniles  above  the  mouth  of  ithe  river,  is  three  hun- 
dred feel  wide,  and  has  twenty-four  inches  of  water  upon  it  at  the  lowest  stage; 
and  will  require,  to  make  the  proper  channel  one  hundred  and  fifty  feet  wide  and 
four  feet  deep,  6,668  cubJc  yards  excavation. 

Big  Blue  bar  is  sixty-three  milles  above  the  mouth  of  the  river,  is  sixty  ,teet 
wide,  and  has  twenty-four  inches  of  water  upon  it  at  the  lowest  stage;  and 
will  require,  to  make  "the  proper  channel  one  hundred  and  fifty  feet  wide  and  tour 
feet  deep,  666  cubic  yards    excavation. 

Naples  flats  are  sixty-eight  mdcs  from  the  mouth  of  the  river,  have  about 
thirty  inches  of  water  upon  the  bar  at  the  lowest  stage.  They  extend  two  miles 
in  length,  and  will  require,  to  make  the  proper  channel  one  hundred  and  fitty  teet 
wide  and  four  feet  deep,  29,333  cubic  yards  excavation. 

McGee's  Creek  bar  is  seventy  miles  above  the  mouth  of  the  riyer,  is  six  hun- 
dred feet  wide,  and  has  thirty-three  inches  of  water  upon  it  at  the  lowest  stage; 
and  will  require,  to  make  the^proper  channel  one  hundred  and  fifty  feet  wide  and 
four  feet  deep,  1,667  cubic  yards  excavation.  /.  ,       • 

Meredosia  bar  is  seventy-three  and  a  half  miles  above  the  mouth  of  the  river,  is 
six  hundred  feet  wide,  and  has  thirty  inches  of  water  upon  it  at  the  lowest  stage; 
and  will  require,  to  make  the  proper  chanel  one  hundred  and  fifty  feet  wide  and 
four  feet  deep,  1,667  cubic  yards  excavation. 


46 

Moore's  bar  is  eighty  miles  above  the  mouth  of  the  river,  is  four  hundred  and 
fifty  feet  wide,  and  has  twenty-eight  inches  water  at  the  lowest  stage;  and  will 
require,  to  make  the  channel  one  hundred  and  fifty  feet  wide  and  four  feet  deep, 
5,000  cubic  yards  excavation. 

Beardstown  bar  is  ninety-two  and  a  half  miles  above  the  mouth  of  the  river, 
and  is  commonly  called  "  Crooked  Creek  bar,"  is  four  hundred  and  fifty  feet 
wide,  and  has  fifteen  inches  of  water  upon  it  at  the  lowest  stage;  and  will  require, 
to  make  the  proper  channel  one  hundred  and  fifty  feet  wide  and  four  feet  deep, 
7,500  cubic  yards  excavation. 

Sugar  Creek  bar  is  one  hundred  and  one  miles  above  the  mouth  of  the  river, 
is  three  hundred  feet  wide,  and  has  twenty-eight  inches  upon  it  at  tbe  lowest 
stage;  and  will  require,  to  make  the  proper  channel  one  hundred  and  fifty  feet 
wide  and  four  feet  deep,  6,666  cubic  yards  excavation. 


Total  amount  of  excavation  upon  the  several  bars  from  the  mouth  of  the  Illinois 
river  to  the  mouth  of  the  Sangamon  I'iver,  a  distance  of  one  hundred  and  one 
miles. 

Cubic  y'ds  excava. 

Six-mile  Island  bar  .                 •          .       -                 -             1,371 

French  bar  -                 ■                  .             1,371 

Hurricane  Island  bar  ...                 -             7,332 

Apple  Creek  bar  ....             3,333 

Otwellbar  .                 .                 .                 .           31,556 

Steward's  Point  bar  ....             3,333 

Grand  Pass  bar  ....             3,794 

Cooper's  Island  bar  ....             6,666 

Bridgeport  bar  -                  -                  -                  -                 416 

Little  Blue  bar  ....                 167 

Berington  bar  -                 -                 -                 .             6,666 

Big  Blue  bar  .                 .                                   -666 

Naples  Flats  bar  -                 -                 •■                 -           29,333 

McGee's  Creek  bar  -                 -                 •                  -             1  ?667 

Meredosia  bar  ....             1,667 

Moore's  bar  -                  -                  -                  -             5.000 

Beardstown  bar  -    ,             -                 -        .          -             7,500 

Sugar  Creek  bar  ....             6,666 


Total  amount  of  cubic  yards  of  excavation  necessary  to  remove 

all  the  bars         ...  -  -        118,504 


118,504  cubic  yards,  at  50  cents  per  yard        -  $59,252  00 

Contingencies,  ten  per  cent  -  -  -       6,825  00 

Total  amount         ....  -     66,07700 


47 
Report    of  A,  R.  Parker,  R.  E. 

Western  Division,  Northern  Cross  Railroad, 

Illinois,  November  30,  1838. 
To  Murray  M'Connel,  Esq,., 

Commissioner  of  tJie  Board  of  Public  Works. 

Sir:  In  compliance  with  your  instructions  for  me  to  furnish  the  Board 
of  Public  Works  with  a  map  and  profile  of  the  western  division  of  the 
Northern  Cross  railroad,  accompanied  by  a  brief  statement  of  the  pro- 
gress of  the  work,  and  the  amount  of  money  expended  in  the  execution 
of  the  same,  the  following  is  respectfully  submitted. 

Those  portions  of  the  improvement  lying  between  Quincy  and  Co- 
lumbus, and  also  upon  the  Illinois  bottom,  have  been  under  successful 
operation  since  they  were  respectively  placed  under  contract;  and  the 
workmanship  of  the  same  evidences,  most  substantially,  the  ability  and 
skill  of  the  contractors.  The  work  has  been  under  the  immediate  direc- 
tion of  the  assistant  engineers,  Mr.  James  Oakey,  at  Quincy,  and  Mr. 
Egbert  Dewey,  at  Versailles,  who  have,  from  time,  received  and  execu- 
ted my  instructions. 

The  whole  amount  of  money  estiinated  to  be  paid  to  contractors  du- 
ring the  progress  of  grading  the  Quincy  division,  as  reported  at  this 
date,  is  |)24,6t)l  46.  Reference  being  made  to  tables  exhibiting,  in 
detail,  the  quantities  and  amount  of  work  to  be  done,  it  is  thought  unne- 
cessary to  embody  them  in  this  report. 

The  Illinois  bottom  being  subjected  annually  to  inundation  by  the 
high  stages  of  water  in  the  river,  and  as  there  is  a  prospect  of  being 
compelled  soon  to  abandon  operations  upon  the  river  bank,  in  conse- 
quence of  a  wet  season,  I  would  respectfully  recommend  that  the  Board 
of  Public  Works  take  into  consideration  the  expediency  of  ordering  so 
much  of  the  road  to  be  placed  immediately  under  contract  as  will  include 
the  heavy  work  in  the  Illinois  bluffs.  This,  if  awarded  to  the  contrac- 
tors who  are  now  engaged  at  the  river,  would  enable  them  to  retain  their 
present   force  during  the  high  stages  of  water  in  the  winter  and  spring. 

For  a  general  description  of  the  character  of  the  work  between  the 
bluffs  and  Mt.  Sterling,  reference  is  made  to  my  former  report  on  the 
location. 

There  being  much  anxiety  and  speculation  in  relation  to  the  cost  of 
the  whole  work  between  the  Illinois  river  and  Quincy,  a  few  words  may 
suffice  to  give  some  desired  information  upon  this  subject.  As  the  cost  has 
been  estimated  and  reported,  and  reference  made  to  these  reports  for 
that  kind  of  information,  I  will  merely  state  that  the  average  cost,  per 
mile,  for  grading  54  miles,  will  probably  not  exceed  ^4,300. 

This  line  passing,  as  it  does,  over  a  level  prairie,  for  nearly  thirty 
miles,  can  be  graded  at  a  trifling  expense.  Some  slight  variations  in  the 
horizontal  and  vertical  position  of  the  present  line  may  much  diminish 
the  cost  of  grading. 

At  the  close  of  the  report,  above  presented,  it  may  not  be  inappropri- 
ate to  detail  some  of  the  advantages  arising  to  the  country,  and  to  take 
a  single  glance  at  the  position  it  will  occupy  in  the  final  establishment  of 
of  railway  communication. 


All  classes  of  society  arc  measureably  affected  in  establishing  a  means 
of  conveyance  throughout  the  country,  which  is  of  the  kind  so  econom- 
ical in  its  construction,  and  which,  when  once  established,  will  be  so 
easy,  safe,  and  expeditious.  It  is  an  improvement  furnishing  a  facility 
for  the  introduction  of  all  kinds  of  produce  from  distant  sections  oUhe 
country,  which  never  before  found  way  to  market  on  account  of  the  aif- 
ficult  means  for  the  transportation,  and  for  bringing  immediately  into 
cultivation  the  vast  extent  of  prairie  in  the  vicinity  of  the  road,  which, 
on  account  of  its  remote  situation  and  want  of  proper  communication, 
has  been  long  neglected.  The  inhabitants  settling  in  the  interior  arc 
induced  to  retire  to  the  groves  and  forests,  leaving  the  wide  field  of  enter- 
prise unoccupied  and  unimproved.  Therefore,  the  slightest  inducement 
for  the  settlement  of  so  extensive  a  territory,  of  the  richest  soil,  is  enti- 
tled to  consideration.  .... 

The  increase  of  travel,  both  westwardly  and  eastwardly,  within  the 
last  few  years,  has  maintained  a  line  of  coaches  through  the  neighbor- 
hood of  the  road,  and  has  greatly  augmented  the  profits  to  the  proprie- 
tors. The  great  delay  of  merchandize,  as  well  as  passengers,  on  account 
of  the  low  stage  of  water  in  the  navigable  streams,  costing  both  time 
and  money,  lias  reduced  the  country  to  actual  want;  and  all  due  con- 
sideration should  be  given  to  any  plan  which  proposes  a  remedy  for  a 
tried  (grievance.  The  object  here  contemplated  may  be  urged  for  the 
estabfishment  of  any  portion  of  the  proposed  improvement.  The  facil- 
ity of  moving  with  great  rapidity  from  one  section  to  another,  shows 
how  the  energies  of  a  country  may  be  concentrated.  Distance  may  be 
properly  estimated  by  the  time  required  in  traversing  it;  and  the  time 
spent  by  men  of  business,  in  travelhng  from  one  place  to  another,  is  lost, 
because  it  is  turned  to  no  profitable  account.  Thus,  Jacksonville  may 
be  said  to  be  twenty-four  hours  from  Quincy,  or  Quincy  thirty  hours  from 
Springfield;  but  as  twenty  miles  an  hour  have  been  found  attainable, 
(and  indeed  sixty  miles  an  hour  have  already  been  performed  on  a  por- 
tion of  this  road,)  Jacksonville  would  be  only  lour  hours  from  Quincy, 
or  Quincy  six  houis  from  Springfield.  So,  on  a  moderate  .calculation, 
what  is  now  considered  two  long  days' journey,(the  time  not  unfrequently 
spent  in  performing  it,)  may  be  converted  into  a  pleasant  mornings'  ex- 
cursion; and  the  citizen  may  perform  a  journey  to  either  of  the  above 
places,  transact  his  business,  and  return  the  same  day,  without  consum- 
ing more  than  one-fourth  the  time  usually  spent  by  the  ordinary  mode  of 

travelling.  y         j  j- 

The  importance,  to  a  commercial  town,  of  an  easy,  sale  and  expedi- 
tious mode  of  transit  for  merchandize,  will  be  readily  acknowledged. 

The  minimum  amount  of  goods  sold  in  the  town  of  Quincy,  during  the 
year  ending  30th  November,  1838,  is  $289,000;  most  of  which  have  been 
transported  from  the  eastern  market,  via  New  Orleans,  or  the  Ohio 
river,  subjected  to  great  delays  and  much  risk.  These,  according  to  the 
statements  of  the  merchants  themselves,  have  not  satisfied  the  demands 
of  the  country.  The  low  stage  of  water,  and  the  delays  incidental  to 
river  navigation,  presented  a  serious  oostacle  to  the  progress  of  trade. 
This  town  afibrds  many  other  sources  of  trade  and  profit.  The  lumber- 
ing establishments,  which  were  not  extensive  enough  to  supply  the  town 
and  surrounding  country,  average  a  sale  of  $102,000  annually.     These, 


49 

however,  have  furnished  material  for  the  erection  of  some  extensive 
warehouses,  as  well  as  many  of  the  first  order  of  public  and  private 
dwellings.  There  is  also  an  extensive  flouring  establishment  which 
manufactures  |-60,000  worth  of  flour  annually;  seven  eighths  of  the 
wheat  thus  manufactured  is  transported  from  the  country  by  private 
conveyances.  In  speaking  of  the  mercantile,  mechanical,  and  other 
business  transactions  of  this  enterprising  town,  I  believe  1  can  add,  with- 
out exaggeration,  that  Quincy  is  one  of  the  most  pleasant  towns  on  the 
banks  of  the  Mississippi;  and,  according  to  the  recent  numerical  esti- 
mate, is  unequalled  in  increase  of  population  by  any  other  in  the  State, 
while,  in  beauty  of  location,  it  surpasses  any  other  in  the  west.  The 
surrounding  country,  including  the  ground  upon  which  the  town  stands, 
is  of  an  undulating  surface,  of  the  richest  and  most  productive  soil.  The 
streets  cross  -At  right  angles.  In  the  centre  is  a  public  square,  sur- 
rounded by  the  Quincy  house,  the  court  house,  and  many  other  public 
buildings,  exhibiting  some  of  the  best  specimens  of  modern  architecture. 
This  town  being  at  the  western  termination  of  this  important  thorough- 
fare may,  as  also  for  its  commercial  advantages,  be  considered  one  of 
importance. 

Amongst  the  widely  diffused  benefits  to  be  derived  from  the  improve- 
ments at  large,  must  be  enumerated,  in  no  inconsiderable  degree,  the 
commercial  prosperity  of  the  western  country.  The  energies  of  that 
class  of  people  that  are  settling  upon  her  lands,  rearing  her  country 
villages,  and  taking  a  prominent  stand  in  her  trade  and  manuf;iclures, 
will  be  invigorated;  while  every  article  in  her  agricultural  industry 
will  experience  an  increased  demand,  from  the  cheapness  and  facility 
with  which  it  will  be  intioduced  into  market.  The  mhabitanls  at  large 
will  reap  their  share  of  direct  and  immediate  benefit.  The  hidden  re- 
sources of  the  country  will  be  developed.  Coal  having  been  disi  overed 
nearly  in  the  direct  line  of  the  railroad,  havi-^g  no  other  access  to  market 
than  by  private  conveyance,  may  soon  be  afforded  in  great  abundance, 
at  reduced  prices. 

The  public  mind  seems  to  be  emerging  from  embarrassments  in  relation 
to  the  utility  of  the  proposed  work,  and  confidence  maintained,  from  a  more 
thorough  knowledge  of  the  demands  of  the  country.  The  march  of  im- 
provement and  the  tide  of  emigration  are  unceasing,  and  seem  to  be  irre- 
sistible, affording  new  and  increasing  encouragement  for  the  construc- 
tion of  rocidsand  canals,  and  for  the  enlargement  of  the  channels  of  nav- 
igation. The  prospects  of  the  country  brighten  as  the  light  of  the 
morning  successfully  unfolds  its  beauty,  and  as  science  and  the  arts,  and 
the  theatre  of  mechanical  invention,  assume  a  place  in  the  great  valley 
of  the  west. 

JNearly  two  centuries  have  elapsed  since  the  first  partial  invention  of 
railroads.  The  plan  first  adopted  was  a  simple  construction  of  wood, 
at  a  trifling  investment  of  capital  and  a  much  less  expenditure  of  scien- 
tific arrangement.  The  plan  was  gradually  improved,  until,  finally,  the 
substitution  of  iron  for  wood  was  found  preferable,  being  both  more  use- 
ful and  economical.  The  form  and  size  of  the  rail,  for  a  long  time,  re- 
mained objectionable,  until  the  edge  rail  was  finally  adopted,  to  answer 
the  design. 


50 

The  first  successful  application  to  Parliament,  for  the  establishment  of 
a  railroad  upon  a  more  extensive  scale,  was  nrade  in  the  year  1823.  The 
subscribers  to  this  undertaking  encountered  a  long  and  strenuous  oppo- 
sition. The  land-holders  whose  property  was  affected,  and  the  coal 
proprietors  whose  pecuniary  interests  were  concerned,  repeatedly  placed 
their  injunction  upon  its  passage.  This  road  was  twenty  miles  long,  con- 
sisting'of  a  single  track,  with  sidings,  to  admit  cars  to  pass  one  another. 
This  work  afforded  a  large  profit,  and  was  principally  used  in  convey- 
ance of  coal.  Thus,  by  repeated  applications  of  steam  motive  power 
to  railway  carriages,  the  public  mind  became  confirmed  in  the  belief  of 
its  tidaptation  to  the  principle  of  conveyance. 

Some  of  the  most  enterprismgmen  having  witnessed  the  powers  of  the 
locomotive  engine,  and  conceiving  that  it  might  be  successfully  employ- 
ed on  a  railway  for  commercial  purposes,  took  measures  for  its  estab- 
lishment as  a  means  of  transportation  between  Liverpool  and  Manches- 
ter. A  survey  was  prosecuted,  and  a  guarantee  offered  for  the  estima- 
ted cost  of  the  work.  Public  announcement  was  made  of  the  objects  of 
the  scheme,  and  the  nature  of  the  undertaking;  and  petitions,  the  most 
supplicatory,  were  signed  for  the  sanction  of  the  legislature.  Session  after 
session  was  exhausted  in  scrutinizing  and  dikussing  the  merits  of  the 
bill.  Favors  were  asked  and  refused — repeated,  and  rejected.  The  op- 
posers  of  the  measure  appeared  determined,  at  all  hazards,  to  put  down  so 
intolerable  an  innovation  on  "established  modes  and  vested  rights." 
Some,  whose  estates  the  road  crossed,  contended  that  the  sanctity  of  their 
domains  would  be  invaded,  and  the  privacy  of  their  residences  destroy- 
ed, by  thus  bringing  into  their  neighborhood  apubhc  highway,  with  all 
the  varied  traffic  of  coals  and  merchandize.  But  in  looking  at  the  im- 
mense trade  which  would  be  created  between  the  two  towns,  in  conse- 
quence of  the  undertaking,  the  proprietors  were  resolved  to  renew  the 
overture.  The  importance  of  the  work  seemed  to  them  selfevident, 
and,  for  the  interest  of  the  country,  imperiously  required.  After  four 
years  of  conflict  and  contention,  the  heat  of  parties  exhausted  itself,  and 
the  bill  was  passed.  Doubtless  the  history  of  this  stupendous  work  is 
better  known  by  those  who,  perchance,  may  read  this  article,  than  so 
concise  a  view  can  disclose.  It  is  an  enduring  example  of  human  perse- 
verance, ingenuity,  and  enterprize.  This  work,  costing  as  it  dfd,  togeth- 
er with  its  appendages,  the  sum  of  £800,000,  for  a  line  of  only  thirty- 
one  miles,  might  seem  an  unwarrantable  expenditure;  but  the  immense 
traffic  created  in  consequence  of  its  construction  justifies  the  outlay. 
"If  we  look  for  the  construction  of  one  hundred  railroads  equal  in  extent 
to  the  Liverpool  and  "'Manchester,  comprising  aline  of  three  thousand 
miles,  in  various  situations, and  absorbing  a  capital  of  fifty  or  sixty  mill- 
ions ofpounds  sterling,  what  a  source  of  occupation  to  the  laboring  com- 
munity; what  a  change  in  the  facility  of  giving  employment  to  capital, 
and  consequently  to  the  value  of  money!" 

Reverting  again  to  our  own  country,  where  industry  "in  its  varied  chan- 
nels of  business  and  enterprise,"  and  where  health  and  prosperity  are  so 
signally  prevalent,  when  contrasted  in  its  natural  resources  with  those 
of  foreign  countries,  we  can  but  hope  for  it  a  future  happy  destiny:  and 
to  the  west  we  not  only  look  as  to  the  great  natural  granary  of  the 
union,   and   the  establishment  of  internal  communication  of  paramount 


51 

importance,  as  the  means  of  affording  the  facility  of  intercourse  and  con- 
veyance; but  in  a  neglect  of  the  same  as  the  neglect  of  a  bold  and  ju- 
dicious application  of  mechanical  science,  and  the  abandonment  of  her 
career  of  improvement  as  a  rejection  of  the  means  of  aggrandizement, 
wliich  other  nations  have  successfully  adopted. 

But  the  spirit  of  the  times  and  the  progress  of  events  seem  to  demand 
new  energies  in  all  the  departments  of  business.  We  look  forward  to 
the  approao;h  of  the  period  when  the  calculations  of  the  merchant,  or 
the  speculation  of  the  political  economist,  shall  be  deemed  more  consis- 
tent with  science,  literature,  and  the  arts — and  all  shall  be  enlisted  to 
cultivate  the  highest  state  of  wealth  and  civilization — the  improvement 
and  well  being  of  the  who'e  community. 


Statistics  for   the  Quincij    and  Columbus   division    of  the    Northern    Cross 

Railroad. 
Quantities  for  the  first  six  sections  from  the  Mississippi — 
138,323        cubic  yards  of  earth  removed,  at  14^  cents  |20,l21   12 

442.34  cubic  yards   excavation  in  culvert  pits  and 
ditches 
1,141.268  cubic  yards  of  masonry     - 
Grubbing  and  clearing  - 
Contingencies 

Deduct  fifteen  per  cent,  discount 
Total  amount  paid  to  Mr.  T.  Kelly,    contractor,    up 
to  the  last  of  November,   1838, 

Statistics  for  sections  Nos.  11  and  18  of  the  JVorthern  Cross  Railroad. 

Quantities  for  sections  17  and  18,  near  Columbus — 
18,633         cubic  yards  of  earth  removed,  at  l6.6  cents 

per' yard    -  -  -  |3,l00  54 

222.67  cubic  yards  excavation  from  ditches  and  cul- 
verts 
220  cubic  yards  of  mucking 

432.06     cubic  yards  of  masonry 


61  73 

2,732  85 

450  00 

148  97 

23,614  67 

3,527  20 

19,987  47 

33  40 

33  00 

2,335  40 

5,502  34 
828  35 

Deduct  fifteen  per  cent,  discount 

Total  amount  paid   to  the  contractors,  Messrs.  Hend- 

rickson  and  M'Farland,  up  to  the  last  of  Nov.  1838  -  4,673  99 

The  total  amount  of  money  that  will  probably  be  required  for  the  next 

six  months  on  Mr.  Kelly's  contract,  is       -  -  |20,O0O  00 

On  the  contract  of  Messrs.  M'Farland  and  Hendrickson  7,000  00 


Total  amount  of  money  required  for  the  next  six  months        |27,0Q0  00 

JAMES  OAKEY,  Civil  Engineer.. 
QuiNCF,  Mv.  27,  1838, 


5^ 


Report  of  William  Pollock. 


Engineer's  Office, 

Jacksonville,  Mv.  24,  1 838, 
To  James  M.  Bucklin,  Esq., 

Chief  Engineer  of  the  Western  District. 

Sir:  With  a  view  of  fulfilling  your  instructions  of  August,  1837,  in 
relation  to  the  survey  of  the  Pekin  and  Bloomington  branch  of  the  Cen- 
tral raih'oad,  and  completing  the  preliminary  examinations  and  location 
of  that  portion  of  it  between  Treraont  and  the  latter  place,  (which  had 
been  left  unfinished  last  season,)  I  resumed  field  operations  in  April  last. 
Under  subsequent  instructions,  however,  it  became  necessary,  in  the  first 
place,  to  revise  the  location  between  Pekin  and  Tremont,  for  the  purpose 
of  altering  the  maximum  grade  from  fifty  feet  per  mile,  as  first  introdu- 
ced, to  seventy-five  feet,  as  authorized  by  the  Board  of  Public  Works  at 
their  session  in  December,  1837. 

To  effect  this  object,  a  resurvey  was  commenced  at  Pekin  on  the  19th 
of  April,  and  such  changes  made  in  the  lateral  position  of  the  line  as  vv^ere 
deemed  necessary,  economical,  and  ccnsistcnt  with  the  vertical  altera- 
tion— in  all  cases  tending  to  make  the  line  more  direct.  The  most  ma- 
terial alteration  in  the  lateral  position  of  the  line  took  place  in  Tremont; 
not  on  account  of  any  alteration  in  the  vertical  position  of  the  line  in  pur- 
suance of  the  instructions  above  alluded  to — because  the  grade  was  com- 
paratively moderate  in  the  first  instance  at  this  place,  and  there  was  no 
necessity  for  increasing  it;  but,  from  further  examinations  of  the  country 
immediately  east  cf  the  town,  it  became  evident  that  the  most  judicious 
location  would  be  effected  by  running  the  line  a  little  obliquely  through 
the  town,  cutting  across  the  southwest  corner  of  the  public  square,  in- 
stead of  passing  by  the  way  of  Park  street  through  the  centre  of  the 
square,  as  first  located;  thus  securing  a  greater  length  of  straight  line  con- 
tiguous to  the  town,  modifying  the  grade,  passing  over  ground  presenting 
more  uniformity  of  surface,  and,  consequently,  less  expensive.  It  wa? 
at  first  thought  to  be  objectionable  to  locate  the  road  diagonally  through 
the  town,  on  account  of  cutting  across  lots,  and  thus  giving  the  owners 
of  them  a  plea  for  damages.  But  the  road  on  this  route  will  occupy  the 
lowest  ground  in  the  town — it  will  pass  through  a  ravine  and  approach 
nearer  the  centre  of  the  town  than  before.  The  ground  along  this 
ravine  is  wet,  and  not  considered  very  valuable  at  present,  on  that 
account.  The  making  of  the  road  will  have  the  effect  to  drain  ofi' 
the  water, reclaim  and  add  value  to  the  land;  at  the  same  time  render 
the* town  an  essential  service  in  that  particular.  Moreover,  it  affords 
much  better  satisfaction  to  the  inhabitants  of  the  place,  generally,  than 
the  former  location. 


53 

After  making  some  additional  examinations  between  Tremont  and 
Mackinaw,  the  line  of  location  was  established  without  varying  materially 
from  the  route  spoken  of  in  my  report  of  last  year;  except,  between  the 
crossing  of  the  JMackinaw  river  and  the  town  oi  Mackinaw,  the  line  is  now 
run  more  direct.  Its  greatest  variation  from  a  straight  line  between  the 
two  towns,  is  about  U  miles  to  the  south,  and  is  the  only  feasible  route 
within  that  distance.  The  country  in  a  direct  line  is  considerably  bro- 
ken by  the  passage  of  Prairie  and  Mud  creeks;  but  the  valley  of  the 
JVlackinaw  river  is  the  grand  difficulty.  We  find  there  an  immense 
chasm  about  one  hundred  feet  in  depth,  near  three-fourths  of  a  mile  wide, 
in  the  bottom,  and  the  town  of  Mackinaw  situated  immediately  on  the 
top  of  the  eastern  bluff,  at  the  distance  of  near  a  third  of  a  mile  from  its 
base.  A  direct  line  would  cross  it  nearly  at  right  angles,  and  would  re- 
quire an  immense  embankment  in  order  to  reach  the  level  of  the  town  at 
a  grade  of  73  feet  per  mile.  It  is  important  that  that  level  should  be 
attained,  to  render  it  convenient  for  the  transaction  of  business  on  the 
road  at  that  place,  and  that  the  greatest  benefit  resulting  from  the  road 
might  be  conferred  on  the  town.  It  is  also  important  and  absolutely 
necessary,  in  order  to  continue  the  road  eastwardly,  the  formation  of  the 
country  not  admitting  of  any  modification  of  the  grade  for  three-fourths 
of  a  mile  east  of  the  town. 

The  distance  between  Tremont  and  Mackinaw  on  the  line  of  location, 
is  a  small  fraction  over  seven  miles,  and  as  the  obstacles  which  exist  on  a 
straight  line  are  not  entirely  avoided,  the  construction  of  the  road  will 
still  be  found  expensive  on  this  line.  The  western  bluff  of  the  Mackinaw 
is  reached  at  a  distance  of  a  little  over  two  miles  east  of  Tremont;  and 
Prairie  creek,  which  occurs  about  midway,  is  the  only  break  of  conse- 
quence within  that  distance.  It  will  require  an  extent  of  near  one  thou- 
sand feet  of  embankment,  averaging  twelve  feet  in  height. 

In  descending  to  the  valley  of  the  Mackinaw,  the  line  passes  obliquely 
along  the  side  of  the  bluff,  its  iavorable  position  at  this  place  being  such 
as  to  admit  of  it  without  varying  the  line  materially  from  the  desired 
direction.  The  bluff  is  much  broken,  and  heavy  excavations  and  em- 
bankments  will  be  the  consequence. 

The  valley  of  the  Mackinaw  on  this  route  is  wide,  owing  to  the 
junction  of  the  valley  of  Mud  creek;  and  the  line  traversing  it 
rather  diagonally  makes  the  distance  between  the  bluffs  near  three 
miles.  The  line  for  this  distance  is  direct,  and  continues  so  to  the  top 
of  the  eastern  bluff,  near  the  western  boundary  of  Mackinaw,  a  distance 
of  near  four  miles.  It  will  be  necessary,  however,  to  introduce  curves  on 
either  side  of  the  river,  in  order  to  cross  at  right  angles,  or  nearly  so, 
instead  of  obliquely,  as  the  line  nov/  runs. 

The  line  between  the  bluffs  is  divided  into  three  nearly  equal  parts 
by  Mud  creek  and  the  river.  The  bluffs  of  the  former  being  totally  avoi- 
ded, the  passage  of  the  stream  itself  will  not  be  attended  with  any  great. 
expense.  A  spur  of  a  ridge  intervenes  and  forms  an  abrupt  bank  imme- 
diately on  the  w^est  side  of  the  river,  which  will  occasion  some  heavy  ex- 
cavation in  order  to  bring  the  road  to  a  suitable  level  for  the  construc- 
tion of  a  bridge  across  the  river.  Between  the  river  and  the  eastern 
bluff,  about  a  mile  in  distance,  the  line  passes  over  a  low  prairie  which  is 


5C 

subject  to  inundation;  consequently,  an  embankment  will  be  required  the 
whole  of  that  distance,  averaging  about  five  feet  in  height,  in  order  to 
make, the  road  secure.  This  is  rather  higher  than  would  seem  to  be 
necessary,  judging  from  the  present  indications  of  high  water;  but  it  must 
be  considered  that  when  this  embankment  is  made,  and  the  water,  instead 
of  flowing  over  the  prairie,  all  turned  into  one  channel,  its  tendency 
will  be  to  rise  something  higher. 

In  approaching  Mackinaw  on  this  route,  it  is  believed  that  the  blufls 
present  less  difficulty  than  at  any  other  place  that  could  be  selected. 
The  line  reaches  the  foot  of  it  at  the  distance  of  one  mile  from  town,  and 
offers  comparatively  a  long  gradual  slope.  A  heavy  and  extensive  em- 
bankment will  nevertheless  be  required  at  the  base,  though  not  exceeding 
twenty-five  feet  in  height;  and  in  order  to  reach  the  level  of  the  town, 
the  grade  of  seventy-live  feet  per  mile  must  commence  one  thousand  five  , 
hundred  feet  west  of  the  foot  of  the  bluff'.  The  embankment  must  of  course 
be  carried  out  from  the  foot  that  distance.  It  will  also  be  required  to 
be  extended  in  the  opposite  direction  nearly  double  that  distance,  making 
near  three-fourths  of  a  mile  of  heavy  embankment,  and  amounting  to 
near  ninety  thousand  cubic  yards.  x\t  the  eastern  extremity  of  this  em- 
bankment a  cut  commences,  but  the  quantity  of  excavation  is  small  com- 
pared with  the  embankment;  so  that  the  materials  for  forming  the  latter 
will  have  to  be  procured  chiefly  without  the  limits  of  the  road.  The 
line  passes  angling  through  the  southeast  corner  of  the  town;  that  is, 
the  original  town.  Subsequent  to  the  passage  of  the  Internal  Improve- 
ment law,  the  bounds  of  the  town  have  been  very  liberally  extended. 
The  location  is  arranged  so  as  to  have  six  hundred  feet  of  a  level  in  the 
town  of  Mackinaw,  for  the  purpose  of  rendering  it  convenient  for  the 
transaction  of  business  connected  with  the  road  at  that  place.  The 
space  above  mentioned  is  deemed  sufficient  for  the  purpose  intended; 
yet  a  level  of  more  extended  limits  would  be  desirable  in  passing 
through  a  town;  and  more  especially  when  the  grade  immediately  at 
either  extremity  of  the  level  is  seventy-five  feet  per  mile,  as  in  this  case. 
But  to  extend  this  level  even  one  hundred  feet  more,  v/ould  be  attended 
with  serious  additional  expense  in  the  construction  of  the  road  in  the 
vicinity  of  the  place.  It  would  either  cause  the  heavy  embankment, 
mentioned  as  being  necessary  in  ascending  the  bluff,  to  be  raised  1.42 
foot  higher;  or,  in  continuing  eastward iy,  to  depress  the  road  more  below 
the  surface  of  the  ground  than  economy  or  utility  v^^ould  dictate.  It 
was  found  necessary  to  adhere  to  the  grade  of  seventy-five  feet  per  mile 
for  three-fourths  of  a  mile  east  of  Mackinaw-,,  but  from  thence  to 
Bloomington,  the  grades  are  more  moderate.  In  making  the  exam- 
ination between  Mackinaw  and  Bloomington,  three  lines  were  pro- 
jected; the  first  of  which,  in  continuation  from  Mackinaw,  passes  abng 
the  summit  of  a  ridge  which  divides  the  waters  that  empty  into  the 
Mackinaw  river  on  the  north  from  those  of  the  same  and  those  of  Sugar 
creek  on  the  south.  This  ridge  was  followed  as  far  as  the  eastern  side 
of  Stout's  grove,  a  distance  oY  eight  miles  and  a  half,  where  it  bears  to 
the  north  entirely  out  of  the  desired  direction,  and  leaves  high  undula- 
ting prairie  for  the  remainder  of  the  distance  to  Bloomington,  except 
about  half  a  mile  of  timber  land  in  passing  through  the  northern  skirt  of 
J)ry  grove,  which  occurs  about  two  miles  east  of  the  grove  first  mentioned. 


55 

An  alteration  in  the  direction  of  this  line  was  made  immediately  after 
passing  the  timber  of  Dry  grove,  and  is  the  only  intcrraption  to  a  straight 
line  between  Stout's  grove  and  a  point  near  Bloomington.  The  first 
eight  and  a  half  miles  of  this  route  is  nearly  the  same  with  the  road  now 
travelled  between  Mackinaw  and  Bloomington;  it  passes  mostly  through 
land  thinly  (dothed  with  timber,  except  two  miles  through  Stout's  grove, 
which  is  heavily  timbered.  This  part  of  the  route  presents  a  tolerably 
uniform  surface,  and  would  admit  of  the  construction  of  the  road  at  a 
moderate  expense;  but  the  remainder  of  the  route  to  Bloomington  is  un- 
favorable on  account  of  almost  a  continual  succession  of  heavy  cuts  and 
fills,  and  abrupt  grades.  This  lin^  is  north  of  a  straight  line  between 
the  two  towns,  and  its  greatest  variation  from  it  is  seven-eights  of  a  mile, 
which  occurs  eight  and  a  half  miles  cast  of  Mackinaw.  The  distance 
by  this  line  from  Mackinaw  to  the  court  house  in    Bloomington,  is  20,7 

miles.  ]•  r 

In  continuing  our  examinations,  the  second  hne  was  run  direct  trom 
Bloomington  to  Mackinaw,  passing  near  the  centre  of  the  Twin  grove, 
which  is  reached  at  the  distance  of  four  miles  and  a  half  west  of  Bloom- 
incrton,  and  which  is  near  one  mile  and  three  quarters  across  it;  thence 
touching  along  the  southern  border  of  Dry  grove  and  through  the  south 
end  o{  Stoui;'s°grove;  thence  to  Mackinaw  through  scattering  timber, 
denominated  barrens,  and  intersecting  the  former  line  a  short  distance 
east  of  the  town.  This  line  passes  through  considerable  of  cultivated 
land  situated  along  the  skirts  of  the  timber,  more  perhaps  than  would  be 
encountered  on  any  other  line  that  could  be  projected  between  the  two 
towns;  and,  if  the  farmers  should  consider  it  a  grievancejo  have  the  road 
pass  through  their  farms,  this  line  would  be  objectionable  in  some  mea- 
sure on  that  account.  The  objections,  however,  that  pertam  to  the  first 
route,  are  not  avoided  on  this;  but  are  found  to  exist  to  such  a  degree 
as  to  make  it  necessary  and  important  to  seek  a  more  favorable  route. 
In  the  meantime,  from  observations  extended  further  south,  it  became 
evident  that  a  better  route  lay  in  that  direction,  except  for  the  first_  mile 
and  three  quarters  east  of  Mackinaw.  The  ridge  before  described  is  the 
most  judicious  route  for  that  distance,  and  lies  north  of  the  straight  line; 
accordingly,  in  continuing,' the  line  of  location  from  Mackinaw,  the  ridge 
was  adoDted  for  that  distance;  thence,  leaving  the  ridge  to  the  north,  the 
line  coincides  nearly  with  the  straight  line  for  the  distance  of  about  three 
quarters  of  a  mile;  thence,  deflecting  to  the  right,  it  was  continued  straight 
as  far  as  the  line  between  Tazewell  and  M'Lean  counties,  a  distance  of 
nearly  three  miles,  reaching  the  prairie  on  Mr.  Lindsey's  farm,  four 
miles  from  Mackinaw,  passing  through  barrens  chiefly  all  the  way,  and 
encountering  rough,  broken  land  between  the  ridge  and  that  place. 
From  Mr.  lindsey's  to  Bloomington  we  meet  with  no  timber,  except 
very  little  in  passing  the  south  end  of  Twin  grove.  From  the  county 
line  to  a  point  opposite  this  grove  the  line  is  direct,  nine  miles  in  distance; 
a  slight  curve  then  occurs,  and  the  remainder  of  the  distance  to  Bloom- 
ington is  likewise  direct,  making  nearly  five  miles  and  a  half  more,. 
From  Mr.  Lindsey's  eastwardly  nine  miles,  the  route  is  very  favorable, 
the  prairie  being  tolerably  level.  The  most  expensive  point  on  this  part 
of  the  route  will  be  the  crossing  of  a    branch  of  Sugar   creek,  which 


56 

occurs  opposite  Stout's  grove.  It  will  require  a  bridge  of  twenty-live  feet 
span,  and  an  embankment  of  twelve  hundred  feet  in  length,  averaging 
about  ten  feet  in  height.,  The  last  seven  miles  of  the  route  will  not  be 
quite  so  favorable,  on  account  of  the  prairie  being  broken  and  undulating, 
and  requiring  deep  cutting  and  filling,  and  also  abrupt  grades  as  high  as 
seventy  feet  per  mile.  The  grades,  however,  could  be  modified  on  this 
part  of  the  route,  by  increasing  the  cutting  and  filling,  and  thus  adding  to 
the  expense.  The  curvature  between  Mackinaw  and  Bloomington  is 
very  trifling,  as  may  already  be  inferred.  The  first  mile  and  three  Quar- 
ters of  the  line  next  Mackinaw  is  chiefly  curved,  having  a  radius  from 
1,910  to  2,^65  feet.  The  greatest  departure  of  the  location  line  from  the 
straight  line  occurs  at  a  point  a  little  over  five  miles  west  of  Bloomington. 

The  distance  from  Pekin  to  Tremont  is  9.47  miles;  from  Tremont  to 
i\iackinaw,  7.l5  miles;  and  from  Mackinaw  to  Bloominxiton,  19.92 
miles:  making  the  whole  distance,  by  the  location  line,  36.54  miles,  ter- 
minating at  Washington  street  in  the  western  part  of  the  town.  By  way 
of  the  straight  line,  the  distance  is  19.45  miles  from  Mackinaw  to  Bloom- 
ington, making  a  difference  between  the  two  of  near  half  a  mile  only. 

It  is  possible  that  a  more  suitable  toM-mination  for  this  road  in  Bloom- 
ington will  become  apparent  when  all  the  necessary  information  is  at- 
tanied  to  determine  on  the  location  of  the  Central  railroad  through  that 
place.  The  elevated  situation  of  Bloomington  and  the  rolling  land  im- 
mediately adjoining,  will  necessarily  render  the  construction  of  both 
roads  expensive  at  that  place;  and,  in  connecting  them,  it  will  require 
the  exercise  of  considerable  skill  to  accommodate  the  one  to  the  other 
in  such  a  manner  as  to  effect  the  most  judicious  location. 

Survey  of  the  Mackinaw  and  Peoria  Branch. 

After  having  completed  the  survey  from  Pekin  to  Bloomington,  and 
in  pursuance  of  instructions,  I  proceeded  to  survey  the  route  between 
Mackinaw  and  Peoria.  Accordingly,  on  the  7th  of  July,  at  the  surface 
of  the  water,  on  the  east  side  of  the  Illinois  river,  opposite  the  foot  of 
Fulton  street  in  Peoria,  we  commenced  a  baseline.  In  extending  it 
eastwardly,  we  reached  the  bluffs  at  Farm  creek,  at  the  aistance  of  one 
mile  from  the  river;  thence  up  the  valley  of  said  creek  to  station  103, 
nearly  one  mile  further,  where  we  left  the  valley  of  Farm  creek  to  the 
north  and  continued  up  Epley's  hollow,  it  afTording  a  more  favorable  di- 
rection. ^Biit  it  was  found  that,  in  order  to  gain  the  table  land  at  a 
grade  of  75  feet  per  mile,  it  would  incur  the  necessity  of  a  cut  at  the 
head  of  the  hollow  of  forty  feet,  and  continuing  for  a  long  distance.  It 
was  therefore  objectionable  on  that  account,  and  also  on  account  of  the 
abrupl  curvature  wliich  it  would  impose.  Consequently,  that  route 
was  abandoned,  and  the  line  continued  up  the  valley  of  Farm  creek  as 
far  as  station  305,  at  the  mouth  of  Roberts'  hollow,  making  51  miles 
from  the  river;  thence  up  said  hollow,  reaching  the  table  land  at  the 
residence  of  Mr.  Roberts,  a  distance  of  near  three  miles  further;  thence- 
nearly  direct  to  Mackinaw,   making  the  whole  distance  17.64  miles. 

Alter  leaving  Mr.  Pvobcrts',  there  is  no  broken  ground  of  any  conse- 
quence met  with  until  reaching  the  breaks  of  Mud  creek,  which  occur  on 


57 

the  14th  mile  from  the  river.  Thej  present  no  serious  difiicuity,  how- 
ever, and  the  route  might  be  called  favorable  for  16  miles;  but  on  the 
remainder  of  the  route  the  bluffs  and  valleys  of  the  Mackinaw  occur, 
and  present  a  very  serious  obstruction — in  my  opinion  insurmountable^, 
without  transcending  the  bounds  of  justifiable  expense. 

To  overcome  these  difficulties  at  a  grade  of  75  feet  per  mile,  would 
require  a  cut  on  the  west  side  of  from  twenty  to  fifty-five  feet  deep  for 
the  distance  of  near  half  a  mile,  and  an  embankment  across  the  valley 
of  from  thirty  to  sixty  feet  in  height  and  3,60O  feet  in  length;  but  to 
avoid  deep  cutting  in  the  town,  and  to  form  a  convenient  connection 
with  the  other  road,  it  would  have  to  be  raised  still  higher.  A  bridge  of 
two  hundred  feet  in  length  would  be  necessary  to  pass  the  water  of  the 
river,  and  the  abutments  at  //«>  place  would  have  to  be  raised  at  least 
seventy-five  feet  above  their  foundation,  which  would  be  attended  with 
enormous  expense. 

The  cost  of  preparing  the  load  on  this  first  part  of  the  route  in  a  sub- 
stantial manner  for  the  reception  of  the  rails,  would  amount  to  205,000 
dollars,  at  the  most  moderate  calculation. 

To  avoid  this  heavy  expense,  a  line  was  projected  direct  from  station 
No.  455,  at  the  head  of  Ptoberts'  hollow,  to  a  point  in  the  line  from  Tre- 
mont  to  Mackinaw,  intersecting  it  at  the  top  of  the  western  bluff,  2.13 
miles  east  of  Tremont;  making  the  distance  from  the  river  at  Peoria  to 
this  point,  16.08  miles;  to  which  add  the  distance  from  this  point  to 
Mackinaw  (4.81  miles)  and  it  makes  the  whole  distance  20.89  miles — 
3.25  miles  further  than  by  the  first  route.  The  distance  from  the  head 
of  Roberts'  hollow  to  the  intersection  at  the  bluffs  is  7.47  miles,  all 
prairie  except  a  portioii  of  the  last  mile,  and  presents  a  favorable  surface. 
The  radius  o(  curvature  between  ^the  river  and  this  point  will  not  be 
shorter  than  1,432  feet,  and  the  grade,  will  not  exceed  37  feet  per  mile, 
except  in  Roberts*  hollow,  where  from  45  to  70  feet  will  have  to  be  adop- 
ted. These  gradrs  conform  very  well  to  the  natural  slope  of  the  hol- 
lows, and  the  foundation  of  the  road  will  not  be  expensive.  I  am  aware, 
however,  that  the  Board  of  Public  Works  have  not  authorised  the  grade 
on  this  road  to  exceed  40  feet  per  mile;  but  if  it  is  confined  to  that,  1 
have  only  to  state  that  this  route  is  impracticable,  and  that  no  other 
can  be  found  more  favorable. 

The  Illinois  river  oppo-^ite  Peoria  presents  a  wide  surface,  it  being 
more  than  half  a  mile  at  low  water  mark.  In  time  of  freshets,  it  spreads 
to  the  eastern  bluff,  making  the  width  a  little  more  than  a  mile  and  a 
half,  and  inundating  the  intermediate  land  to  the  depth  of  about  sixteen 
feet  next  to  the  river,  its  depth  gradually  decreasing  to  the  foot  ofthe 
bluff.  To  raise  the  road  above  high  water  mark  in  this  part  of  the 
route  would  require  an  embankme'nt  one  mile  long;  and  to  have  it  suf- 
ficiently elevated  above  high  water,  it  would  be  necesssary  to  raise  it 
about  eighteen  feet  on  the  fiat  next  the  river. 

Materials  for  the  construction  of  this  embankment  would  have  to  be 
taken  chiefly  from  the  blufT;  and  the  heavy  end  of  it  being  next  the 
river  and  the  most  remote  from  the  materials,  its  construction  would  be 
attended  with  much  expense. 

The  mode  of  crossing  the  river,  however,  which  is  to  be  adopted  must 
be  considered,  and  the  road  adapted  to  it  in  such  a  manner  as  to    be  the 


58 

most  convenient  and  economical.  Owing  to  the  vast  expense  that  would 
be  incurred  in  erecting  a  bridge  at  this  place,  and  the  inconvenience  that 
the  navigation  of  the  river  would  sustain  from  it,  I  believe  it  is  not  con- 
templated at  present;  therefore,  the  only  mode  of  crossing  will  be  by  means 
of  a  ferry.  In  that  case,  whilst  an  embankment  carried  across  the  low 
o-round  to  the  height  above  indicated  might  be  convenient  in  time  of 
high,  it  would  be  very  inconvenient  at  a  low,  stage  of  the  river,  there  be- 
ino-  a  difference  of  at  least  twenty  feet  between  high  and  low  water, 
which  would  make  it  necessary  to  introduce  an  inclined  plane,  with  sta- 
tionary power,  in  order  to  connect  with  the  river  in  low  water.  But  the 
plan  which  it  is  believed  would  unite  economy  with  convenience  in  the 
best  manner,  is  to  raise  the  embankment  only  about  two  feet  above  the 
natural  surface  of  the  ground,  and  suffer  the  road  to  be  immersed  in  time 
of  high  water,  and  during  that  time  ferry  all  the  way  to  the  bluff. 

In  order  to  conduce  to  this  arrangement,  the  earth  for  the  formation 
of  the  embankment  should  be  all  taken  from  the  upper  side,  and  thus 
form  a  wide  ditch  that  would  admit  of  the  passage  of  the  ferry-boat  dur- 
ing the  partial  immersion  of  the  road.  This  part  of  the  road  will  have 
a  descent  from  the  bluff  to  the  river  of  seventeen  feet  per  mile;  and  it 
will  therefore  be  necessary  to  construct  several  turnouts  between  the 
bluff  and  the  river,  so  as  to  connect  with  the  boat  at  the  various  stages 
of  high  water. 

Rock  abounds  in  the  bluffs  of  the  Illinois  river,  but  on  the  route  of 
neither  of  the  branches  between  the  river  and  Mackinaw,  after  leaving 
the  bluff,  is  there  any  discovered  of  a  suitable  quality  for  the  construc- 
tion of  the  necessary  bridges  and  culverts.  The  same  remark  will  also 
apply  between  Mackinaw  and  Bloomington.  It  will  therefore  be  neces- 
sary to  substitute  some  other  material  in  lieu  thereof.  Brick,  it  is  believ- 
ed, would  supply  its  place  better  than  any  thing  else,  and  be  nearly,  if 
not  quite,  as  durable  for  the  numerous  small  culverts  that  will  be  neces- 
sary. It  will  be  important  that  brick  for  this  purpose  should  be  manu- 
factured in  a  superior  manner  to  those  commonly  in  use;  hard  burning 
in  particular  will  be  an  essential  and  indispensable  requisite.  Good  clay 
for  the  purpose  of  making  brick  can  be  found  almost  anywdiere,  and  the 
neighboring  groves  of  timber  along  the  route  would  afford  an  abundance 
of  fuel  for  the  burning  of  them. 

The  prices  charged  at  present  through  this  part  of  the  country,  for 
tindiug  all  the  materials  and  laying  up  brick  wall,  are  from  eight  to  ten 
dollars  per  thousand.  Eleven  hundred  brick  of  the  common  dimensions, 
laid  in  mortar,  will  make  two  perches  of  25  cubic  feet  each,  which,  at 
the  rate  of  ten  dollars  per  thousand,  would  be  five  dollars  and  fifty  cents 
per  perch.  The  competition  that  would  be  brought  forth  by  the  offer 
of  large  contracts  for  furnishing  brick,  would  probably  enable  the  State 
to  procure  them  of  a  suitable  quality  at  about  the  same  price  that  is  now 
paid  for  the  common  article;  but  to  make  a  safe  calculation,  I  shall 
estimate  the  cost  of  the  brick  work,  per  perch,  at  six  dollars. 

The  alteration  of  the  grade  between  Pekin  and  Tremont,  and  the 
work  as  now  contracted  for,  will  reduce  the  exnense  of  grading  that  por- 
tion of  the  road  about  $60,C0O;  making  |40,297  instead  of  $l'00,297,  as 
first  estimated;  thus  reducing  the  average  cost  per  mile  to  4,192  dollars 
instead  of  10.457  dollars. 


59 

An  aproximate  estimate  of  the  cost  of  graduation  between  Tr'emont 
and  Bloomington,  and  the  branch  to  Peoria,  gives  the  following  result: 

From  Tremont  to  Mackinaw,  88,704  dollars,  making  an  average  cost 
per  mile,  in  round  numbers,  12,406  dollars. 

Between  Mackinaw  and  Bloomington,  the  location  line,  78,157  dol- 
lars, averaging  3,924  dollars  per  mile;  and  the  whole  distance  amount- 
ing to  166,861  dollars,   averaging  6,1 64  dollars  per  mile. 

By  way  of  the  straight  line  between  the  towns  last  mentioned,  the  cost 
amounts  to  121,715  dollars,  and  the  average  per  mile  is  6,253  dollars; 
makino-  a  difference,  in  favor  of  the  location  line  of  2,329  dollars  per  mile. 
The  northern  line  between  these  two  points  also  bearing  an  unfavora- 
ble comparison  with  the  location  line,  I  consider  it  unnecessary  to  pre- 
;  sent  an  estimate  of  the  cost. 

The  whole  amount  from  Pekin  to  Bloomington  is  207,154  dollars,  and 
the  average  per  mile  5,670  dollars. 

Between  the  river  at  Peoria  and  the  intersection  of  the  line  at  the 
Mackinaw  bluff,  the  cost  of  grading  will  amount  to  31,934  dollars,  and  av- 
erao-e  $•  1,986  per  mile.  To  estimate  the  whole  distance  to  Mackinaw, 
I  the  cost  amounts  to  108,268  dollars,  and  averages  5,l83  dollars  per  mile. 
■  The  superstructure  for  the  road,  exclusive  of  iron,  has  been  contracted 
'for,  at  $3,210  per  mile.  I  shall  assume  that  price  as  a  fair  criterion,  and 
S  estimate  the  cost  of  one  mile  of  the  superstructure  as  follows: 

Superstructure,  exclusive  of  iron  -  -  $'3,2l0     00 

.  22  "tons  of  iron,  at  $70  per  ton  -  -  1,540   OO 

Spikes,  plates,  and  nails  -  -  -  250  00 

,S'5,000  00 


M 

to 

11 

o  § 

O    m 
O 

^ 
1 

Hi 

5  o  3 

o 

1 

1- 

Pekin  and  Bloomington 

branch 
Peovia  branch      - 

36.54 

16.08 

$207,154 
31,9.34 

$189,854 
80,4U0 

$389,854 
112,.334 

$38,985 
11,233 

$428,839 
133,567 

$11,736 

7,684 

Table  of  Grades  from  Pekin  to  Bloomington. 


Aclivity    per 

Declivity  per 

Height  above 

No.  of 

grades 

Length  in  feet. 

mile,  in    feet 

mile,  in    feet 

base,  line  in 

and  decimals. 

and  decimals. 

feet  and  dec. 

Pekin 

35.50 

1 

1,700 

10.56 

_ 

38.90 

2 

4,300 

75.00 

- 

109.96 

3 

3,200 

22.17 

_ 

113.40 

4 

7,700 

48.57 

_ 

■     184.24 

5 

2,000 

75.00 

_ 

212.64 

6 

400 

Level 

_ 

212.64 

7 

2,300 

- 

19.04 

209.99 

8 

1,500 

_ 

Level 

209.99 

9 

3,100 

75.00 

_ 

244.01 

10 

1,.500 

Level 

_ 

244.01 

11 

2,000 

36.96 

_ 

258.01 

12 

300 

Level 

_ 

258.01 

13 

900 

- 

42.29 

250.81 

14 

200 

_ 

Level 

250.81 

15 

1,000 

63.36 

262.81 

16 

1,200 

10.56 

_ 

265.21 

17 

1,700 

5.28 

_ 

282.21 

18 

500 

Level 

- 

282.21 

19 

5,500 

- 

75.00 

204.11 

20 

600 

_ 

31.68 

200.51 

21 

1,100 

- 

Level 

200.51 

22 

1.200 

33.26 

_ 

208.07 

23 

3,590 

Level 

- 

208.07 

24 

1,100 

26.40 

_ 

213.57 

25 

700 

Level 

- 

213.57 

26 

2,000 

29.04 

_ 

224.57 

27 

210 

15.855 

_ 

230.87 

28 

1,400 

Level 

- 

230.87 

29 

1.500 

_ 

75.00 

209.57 

30 

500 

_ 

Level 

209.57 

31 

1,000 

75.00 

- 

223.77 

32 

2,900 

20.064 

- 

234.79 

33 

500 

Level 

- 

234.79 

34 

3,000 

_ 

70.224 

194.89 

35 

3,700 

_ 

75.000 

142.35 

36 

4,300 

_ 

Level 

142.35 

37 

2,400 

52.80 

- 

166.35  • 

38 

800 

Level 

- 

166.35 

39 

2,500 

31.68 

151.35 

40 

4,000 

_ 

Level 

151.35 

41 

6,700 

75.000 

- 

246.49 

42 

600 

Level 

- 

246.49 

43 

4,000 

7.'>.000 

- 

303.29 

44 

4,100 

.33.264 

- 

329.12 

45 

500 

Level 

- 

329.12 

46 

2,000 

_ 

10.56 

325.12 

47 

100 

_ 

Level 

325.82 

48 

1,500 

21.120 

- 

331.12 

49 

400 

Level 

_ 

331.12 

50 

1,800 

21.12 

323.92 

51 

400 

_ 

Level 

323.92 

52 

1,800 

21.120 

_ 

331.12 

53 

1,600 

Level 

_ 

.331.12 

54 

4,800 

- 

68.660 

268.72 

55 

400 

_ 

Level 

268.72 

56 

5,000 

29.568 

- 

296.72 

61 


TaMe  of  Grades  from  Peoria  to  Bloomington — Continued. 


Aclmty  per 

Declivity  per 

Height  above 

No. 

of  grades. 

Length  in  feet. 

mile,  in  feet 

mile,  in   feet 

base    line,  in 

and  decimals. 

and  decimals. 

feet  and  doc. 

57 

200 

Level 

Level 

296.72 

58 

1,700 

_ 

44.88 

282.27 

59 

200 

- 

Level 

282.27 

60 

1,800 

21.120 

- 

289.47 

61 

300 

Level 

_ 

289.47 

62 

1,000 

- 

26.40 

284.47 

63 

200 

- 

Level 

284.47 

64 

1,800 

15.84 

_ 

289.87 

65 

200 

Level 

- 

289.87 

66 

1,900 

_ 

26.40 

280..37 

67 

2,100 

_ 

Level 

280.37 

68 

1,600 

10.56 

277.17 

69 

800 

~ 

Level 

277.17 

70 

3,400 

39.60 

_ 

302.67 

71 

2.100 

Level 

_ 

302.67 

72 

1,900 

26.40 

_ 

312.17 

73 

6,500 

Level 

- 

.312.17 

74 

5,500 

~ 

14.784 

296.71 

75 

1,700 

_ 

31.68   \ 

286.57 

76 

.3,000 

_ 

Level 

286.57 

77 

4,300 

60.192 

335.59 

78 

1,000 

Level 

_ 

.335.59 

79 

2,600 

72..336 

299.97 

80 

800 

_ 

Level 

299.97 

81 

3,700 

61.192 

_ 

342.13 

82 

3,000 

47.520 

- 

369.13 

83 

1,900 

Level 

_ 

.369.13 

84 

2,800 

- 

47.520 

343.93 

85 

400 

- 

Level 

.343.93 

.       86 

2,800 

47.520 

_ 

369.13 

87 

200 

Level 

_ 

•    369.13 

88 

3,000 

- 

58.08 

.336.13 

89 

2,200 

- 

Level 

.336.13 

90 

2,400 

• 

47.520 

314.53 

91 

1,100 

- 

Level 

314.53 

92 

3,700 

50.688 

.    _ 

350.05 

93 

9,500 

26.400 

_ 

362.55 

94 

200 

Level 

- 

362.55 

The  commencement  of  the  road  at  Pdiin  is  35.50  feet  above  low  water 
in  the  Illinois  river. 


Centeal  Railroad. 

Further  instructions  directed  my  attention  to  the  examination  and  survey 
of  a  route  for  that  portion  of  the  Central  railroad  between  Bloomington  and  the 
Sangamon  river.  In  accordance  therewith,  on  the  9th  of  August,  a  line  was 
commenced  at  the  form.er  place,  in  Washington  street,  at  the  present  ending  of 
the  location  line  between  Bloomington  and  Pekin,  and  run  in  the  direction  of 
said  street  to  a  point  near  the  southern  boundaries  of  the  town.  From  this 
point  the  true  course  to  Decatur  was  determined,  as  near  as  practicable,  with  a 
view  of  running  a  straight  line  all  the  way  to  that  place,  as  instructed  by  you. 
Accordingly,  it  was  continued  direct  as  far  as  the  edge  of  the  prairie  south  of 
Salt  creek,  except  a  slight  variation  for  a  short  distance  in  passing  the  breaks  of 


62 

the  Kickapoo  creek,  between  ten  and  eleven  miles  from  the  starting  point.     The 
whole  distance  thus  run  is  26.85  miles.     The  first  three  miles  from  Bloommg- 
ton  passes  through  a  forest  called  Blooming   grove:  thence  through  a  prairie  for 
nearly  five  miles,  and    we  reach  Randolph's  grove,  which  is  about  three  miles 
across,  and  through  which  runs  the  Kickapoo  creek:  thence  passing  a  prairie  of 
nearly  three  miles  and  a  half  wide,  the  timber  of  Long  Point  creek  is  reached. 
It  is  near  one  mile  and  a   half  across.     Thence  intervenes  a  prairie  of  nearly 
six  miles  wide,  and  we  reach  the  timber  of  Ten-mile  and  Salt  creeks,  the  for- 
mer a  tributary  of  the  latter.     This  timber  is  near  five  miles  across,  and  extends 
to  the  edge  of  the  prairie  before  alluded  to.     The  prairies  described  present  no 
difficulty  to  the  construction  of  the  road;  but  in  the  timber  very  serious  obsta- 
cles exist,  the  ground  being  much  broken  by  the  passage  of  those  streams.     In 
Blooming  grove  the  greatest  difficulty  is  the    high  land  which    we  find  there. 
It  is  fou?  hundred  and  sixty-five  feet  above  the  Illinois  river  at   Pekin,  and  the 
highest  land  between  that  place  and  Decatur.      It  would  require  a  cut  a  little 
over  a  mile  in  length  and  fifty  feet  in  depth  atits  vertex,  to  bring  the  road  to  a 
o-rade  of  forty  feet  per  mile.     The  passage  of  the  Kickapoo  would  also  be  expen- 
sive on  this  line;  but  the  most  serious  difficulty  of  all  would  be  the  valley  of  Salt 
creek.  This  route  proving  more  unfavorable  than  was  anticipated,  and  the  cross- 
incr  of  Salt  creek  evidently  less  expensive  farther  east,  it  was  deemed  useless  to 
extend  the  straight  line  any  further.     The  remainder  of  the  distance  to  Decatur 
being  chiefly  prairie,  and  no  particular  choice  in  the   ground,  it  was  considered 
the  best  economy  to  continue  a  line  to  Decatur  that  would  correspond  with  the 
most  favorable  route  across  the  valley  of  Salt  creek.     Accordingly  an  offset  of 
lialf  a  mile  was  made  to  the  east,  to  a  point  in  a  north  and  south  section    line 
which  passes  nearly  through   the  centre  of  Decatur:  thence  following  this  line 
to  that  place,  and  through  Water  street,  to  station  2,317,  near  the  southern  boun- 
dary of  the  town;  making  the  distance  from  the  offset  to  this  point,  17.05  mdes, 
and  the  whole  distance  from  Bloomington,  exclusive  of  the  offset,  43.88  miles. 
From  this  point  a  deflection  was  made  to  the  west,  and  a  direct  line  run  to  the 
bluff,  on  the  south  side  of  the  Sangamon  river,  1.09  miles  further,  reaching  the 
river  at  a  point  where  it  approaches  the  nearest  to  Decatur.     The  direction  of 
this  line,  was  unfavorable,  and  the  very    brolien  ground  over  which  it  passed, 
still  more  so.     The  abrupt  ascent  of  the  blulfon  the  south  side  was  also  an  ad- 
ditional objection;  consequently  it  was  abandoned.     The  surface  of  the  country 
between  Decatur  and  the  river  is  extremely  broken  and  difficult. 

In  reconnoitering  the  country  south  of  the  river,  the  valley  of  Ward's  branch, 
which  lies  in  a  favorable  direction,  presented  itself  as  being  the  most  feasible 
route  for  ascending  from  the  valley  of  the  Sangamon  to  the  table  land.  The 
mouth  of  this  valley  is  about  one  mile  and  a  half  above  where  the  river  was  in- 
tersected by  the  first  line.  The  line  then  through  Water  street  was  extended 
from  station  2,317  in  that  direction,  curving  to  the  east  and  passing  the  inter- 
vening hills  and  valleys  in  the  most  favorable  manner,  crossing  the  river  about 
two  hundi;ed  and  eighty  yards  below  Allen's  mill,  and  at  the  distance  of  1.28 
miles  from  Decatur:  thence  continuing  obliquely  across  the  valley  and  reaching 
the  blufl'at  the  distance  of  near  three-fourths  of  a  mile  further,  where  it  comes 
to  a  point  at  the  junction  of  Ward's  branch,  and  where  a  curve  of  eight  hundred 
feet  radius  will  have  to  be  instituted  for  a  short  distance  in  order  to  effect  an  en- 
trance into  the  valley  of  said  branch.  The  whole  distance  from  Bloomington  to 
the  mouth  of  Ward's  branch  is  forty-six  miles.  The  survey  was  not  continued 
further.  This  branch  is  about  five  miles  in  length,  and,  from  its  appearance, 
would  admit  of  moderate  grades  and  curvatures,  excepting  the  latter,  at  the 
mouth  of  the  valley,  already  noticed. 

Two  other  routes  through  the  town  of  Decatur  presented  claims  for  examma- 


tion — one  west  and  the  other  eapt  of  the  line  through  Water  street;  and  in  dis- 
charge of  our  duty  with  regard  to  them,  two  lines  were  run  through  the  town 
parallel  with  the  first,  commencing  eight  hundred  feet  north  of  the  town  opposite 
station  2,290;  the  one  being  nine  hundred  feet  west  and  the  other  seven  hun  - 
dred  east  of  the  first  line.  The  former,  at  the  southern  boundary  of  the  town, 
curves  to  the  east  and  intersects  the  line  twenty-eight  hundred  feet  south  of  the 
town,  and  one  mile  and  two  hundred  and  twenty  feet  from  the  starting  point. 
The  other  was  continued  direct  to  the  first  one,  and  intersects  it  still  farther 
south. 

A  comparison  ofthe  expense  of  these  routes  result  in  favor  of  the  eastern,  and 
shows  the  route  through  Wktcr  street  to  be  the  most  expensive.  Although  the 
name  might  indicate  the  contrary.  Water  street  is  the  highest  part  of  the  town, 
and  would  require  a  cut  of  from  ten  to  fifteen  feet  deep  for  nearly  its  whole 
length;  which  would  render  it  inconvenient  to  transact  business  on  the  road  at 
that  place.  That  circumstance  alone  would  be  a  sufficient  reason  for  determin- 
ing in  favor  of  either  of  the  other  routes.  The  line  north  of  the  town  can  be 
adjusted  to  either  without  incx-easing  the  expense. 

I  expected  to  have  been  able  to  have  extended  this  line  north  to  Bloomington, 
commencing  at  the  offset  before  mentioned,  south  of  Salt  creek,  but  my  party 
chiefly  all  becoming  sick,  1  was  obliged  to  dismiss  them,  and  the  unhealthiness  of 
the  country  at  that  time,  and  the  prevalence  of  disease,  was  such  that  it  was  im- 
possible to  procure  hands.  I  was  therefore  compelled  to  suspend  further  opera- 
tions. Considerable  inconvenience  and  delay  were  experienced  in  the  course  of  the 
season,  having  been  obliged  on  two  occasions  previous  to  dismiss  the  hands  on 
account  of  inability  from  the  same  cause,  and  to  employ,  with  one  or  two  excep- 
tions, entire  new  sets. 

Further  examinations  will  be  necessary  between  Salt  creek  and  Bloomington, 
before  a  route  for  the  location  of  the  road  can  be  determined  on.  But  I  am  of 
the  opinion  that  the  most  favorable  route  between  the  offset,  south  of  Salt  creek 
and  Randolph's  grove,  would  coincide  nearly,  if  not  quite,  with  the  same  section 
of  line  that  was  traced  between  the  ofl^set  and  Deatur;  thus  making  a  straight  line 
from  the  latter  place  of  about  32.50  miles,  and  passing  on  the  eastern  boundary 
line  of  Clinton,  a  town  situated  about  midway  between  Bloomington  and  t)ecatur. 
Before  quitting  the  field  we  took  occasion,  although  with  much  inconvenience  for 
the  want  of  hands,  to  run  sections  across  the  valley  of  Salt  creek.  Long  Point, 
and  the  Kickapoo  creeks  upon  this  section  line;  and  although  still  found  expen- 
sive, the  two  first  of  these  crossings  b^ar  a  favorable  comparison  with  those  on 
the  first  line,  but  the  crossing  of  the  Kickapoo  and  its  branches  through  Ran- 
dolph's grove  were  found  much  more  expensive.  It  is  probable  that  the  better 
route  through  this  grove  will  be  found  somewhere  between  the  two  lines,  which 
are  a  httle  more  than  a  mile  and  a  quarter  apart.  In  Blooming  grove  the  high 
land  will  be  avoided  in  a  great  measure,  and  the  advantage  of  a  better  route^ 
gained  by  keeping  from  half  a  mile  to  a  mile  east  of  the  presen-t  line. 

The  line  between  Bloomington  and  the  Sangamon  river  will  be  mostly  straight, 
as  has  been  shown,  and  no  curves,  it  is  believed,  will  be  required  under  one  thou- 
sand nine  hundred  and  ten  feet  radii.  The  grades  will  probably  reach  forty  feet 
per  mile  tor  about  one-fifth  of  the  distance.  The  groves  through  which  this 
route  passes  will  afford  an  abundance  of  excellent  timber  for  the  bridges  and  su- 
perstructure of  the  road;  and  having  neglected  it  in  its  proper  place,  I  will  here 
remark  that  the  branches  between  Bloomington  and  the  Illinois  river  possess  the 
same  advantage,  being  convenient  to  timber. 

The  same  kind  of  material  that  was  recommended  for  Lridge  abut- 
ments and  culverts  on  those  branches,  is  also  considered  the  most  suita- 
ble for  the  same  purpose  on  this  road,  there  being  no  stone  on  the  whole 
route  except  in  the  bluffs  of  the  Sangannon  river. 


64 

There,  it  is  probable  that  an  extensive  quarry  of  lime  stone  might  be 
opened  within  a  mile  and  a  half  of  the  crossing  of  the  river,  and  which 
would  afford  convenientmaterials  for  the  construction  of  the  bridge  abut- 
ments at  that  place,  and  also  the  culverts  in  the  vicinity.  But  it  is  thought 
that  the  superiority  of  stone  over  good  brick  would  not  justify  the  trans- 
portation of  the  former  to  a  distance  that  would  raise  the  price  above  that 
adopted  for  the  latter,  unless  it  be  the  foundations  of  heavy  bridge  abut- 
ments or  coping. 

Between  liloominglon  and  the  bluff  south  of  the  Sangamon  river,  the 
estimate  of  the  probable  cost  of  graduations  on  the  present  line  is  exhibi- 
ted in  the  tables  appended  to  this  report. 

From  Bloomingtou  to  the  prairie  south  of  Salt  creek,  27  miles,  the 
cost  would  amount  to  460,269  dollars,  and  makes  the  average  cost  per 
mile,  1 7,040  dollars.  The  remainder  of  the  distance,  by  way  of  the 
eastern  line  through  Decatur,  (19  miles)  will  cost  75,421  dollars,  and 
averages  ^'3,969  per  mile.  The  first  sixteen  miles  of  this  distance  amounts 
to  3  1,040  dollars,  and  the  last  three  miles  to  44,381  dollars;  the  former 
averaging  ^1,940  per  mile,  and  the  latter  ^14,793. 

The  entire  distance,  (46  miles)  amounts  to  535,690  dollars,  and  avera- 
ges 11,645  dollars  per  mile. 

To  adopt  the  line  through  Water  street,  in  Decatur,  would  add 
I4,9l4  dollars  to  the  total  expense,  and  the  line  through  the  western  part 
of  the  town,  7,394  dollars. 

The  valley  of  Salt  creek  is  the  greates  obstacle  that  is  met  within 
the  whole  route.  By  crossing  it  and  the  valley  of  Long  point  on  the  section 
line  before  described,  there  would  be  a  saving  of  81,554  dollars,  that  is, 
admitting  the  other  parts  of  the  route  to  be  equal.  The  three  miles 
through  Blooming-grove,  on  the  present  line,  amount  to  127,769  dollars; 
but  it  is  confidently  believed  that,  by  running  a  line  further  east,  and  thus 
avoiding  the  deep  cut,  the  expense  per  mile,  on  the  three  miles,  will 
not  exceed  12,000  dollars,  and  thereby  reduce  the  cost  91,769  dollars. 
The  expense  on  the  section  line  through  Randolph's  grove  was  found  to 
be  more  than  on  the  line  first  run,  by  26,140  dollars;  but  there  is  no 
doubt  entertained  that  a  route  equally  favorable  as  the  first,  if  not  more 
so,  may  be  found  without  departing  materially  from  the  most  favorable 
direction. 

Now,  counting  the  expense  through  Randolphs  grove  the  same  as  on 
the  first  line,  the  expense  of  the  entire  route,  according  to  the  foregoing 
statements,  would  be  reduced  173,323  dollars;  making  it  362,367  dollars, 
and  averaging  7,877  dollars  per  mile. 

I  regret  exceedingly  that  I  have  not  sufficient  data  to  enable  me  to 
approximate  to  the  actual  cost  with  more  certainty.  I  feel  confident, 
however,  that  it  will  not  exceed  the  above  estimate,  and  maybe  very 
considerably  lessened. 

At  the  request  of  the  Commissioner,  Mr.  McConncl,  I  made  an  exami- 
nation of  the  country  immediately  west  of  Decatur,  with  a  view  to  as- 
certain the  practicability  of  extending  the  Northern  Cross  railroad  more 
directly  to  Decatur  than  by  intersefeting  the  line  of  the  Central  railroad 
four  miles  north  of  the  town,  as  recommended  by  Mr.  Frederick  Hawn, 
the  engineer  \yho  surveyed  the  route  last  season. 

I  found  the  country  much  broken  for  the  distance  of  nearly  four  miles 


west.  The  valley  and  breaks  of  Stephen's  creek,  and  those  of  several  of 
its  tributaries,  are  embraced  within  that  distance,  the  first  of  which  pre- 
sents the  most  formidable  difficulty, 

I  assumed  a  point  in  Mr.  Hawn's  line  near  station  897,  at  the  interseo- 
tion  of  a  range  and  section  line,  four  miles,  or  at  least  four'sections,  we&t 
of  Water  street  in  Decatur.  From  this  point  an  offset  was  made,  north 
half  a  mile,  which  affords  an  opportunity  of  passing  the  broken  ground 
immediately  east  to  better  advantage.  From  thence,  the  line  was  con- 
tinued tolerably  direct  to  Decatur,  crossing  Stephen's  creek  at  a  point 
w^here  it  approaches  nearest  to  the  town,  and  terminating  at  station  2,305 
(a  suitable  point)  in  the  line  for  the  Central  raihoad  through  the  eastern 
part  of  Decatur,  making  the  distance  4.l3  miles. 

This  line  evidently  passes  near  the  most  favorable  ground  that  is  presen- 
ted within  that  distance,  except  a  portion  next  the  west  end,  which  would 
be  better  adapted  to  the  ground  by  starting  from  a  point  a  fourth  of  a 
mile  from  Mr.  Hawn's  line,  instead  of  half  a  mile.  The  expense  of  the 
line  west  of  this  offset  would  not  be  altered  materially,  either  way,  by  ad- 
justing it  to  any  line  that  may  be  found  the  most  suitable  from  thence  to 
Decatur. 

The  extension  of  the  line  to  Decatur,  by  this  route,  passes  mostly 
through  timbered  land,  some  of  which  would  be  very  suitable  for  the  use 
of the  road. 

The  following  table  exhibits  the  probable  cost  of  graduation  for  the 
line  above  described. 


Excavation. 

Embankment. 

Masonry. 

P 

'o 
6 

Amount 
of cubic 
yards. 

o 

Total  cost. 

Amount 
of cubic 
yards. 

o 

Total  cost. 

* 

i 
1 

6 

1 
a; 

1 

Total 
cost. 

Total  cost 
of  each 
mile. 

1 
2 

3 

4 
feet 
1657 

28,535 
17,001 

49,394 

11,823 

1,017 

ct 
18 
17 

20 

18 

$5,136  30 
2,898  17 

9,878  80 

2,128  14 

132  21 

22,655 
24,069 

57,637 

10,251 

2,740 

ct 
18 
17 

20 

16 

15 

$4,077  90 
4,091  73 

11,527  40 

1.640  16 

411  00 

100 

48 

1,294 
80 

14 

6 
6 

6 

$600 

288 

7,764 
480 

84 

$100 
250 

250 

30 

$9,914  20 

7,519  20 

(  29,420  20 

)     *720  00 

4,278  30 

627  21 

107,770 

$20,165  62 

117,352 

$21,748  19 

1,536 

$9,216 

$630 

$52,479  81 

*Superstructure  for  bridge,  40  lineal  feet,  at  $18  per  foot. 

Total  cost  of  graduation 

Total  cost  of  £uperstrueture=^5,495  x  4.13  miles  = 

Add  ten  per  cent,  for  contingencies 


Total  cost  per  naile 
5 


$52,479  81 
22,694  35 

75,174  16 
7,517  41 

82,691  57 
$20,022  17 


Accompanying  this  report  are  the  maps  and  profiles  of  the  different 
routes. 

In  conclusion,  I  will  remark  that  the  gentlemen  by   whom  I  was  as- 
sisted in  the  execution  of  these  surveys,  especially  Mr.  Charles  Hardin, 
are  entitled   to  much  credit  for   the  ability  and  fidelity  which  they  have 
manifested  in  the  discharge  of  the  respectivie  duties  assigned  them. 
Respectfully  submitted, 

WM.  POLLOCK, 
Senior  Assistant  Engineer,  Western  District. 


MONTHLY  ESTIMATES 


THE  NORTHERN  CROSS  RAILROAD. 


(i8 


MONTHLY  ESTIMATES  of 


GRAI> 


Naniea  of  contractors,  :utd  locality  of  work  and 
materials  furnished. 


Excava- 
tion. 


Embank 


.lanuar}',  Dunlap  &  Co.,  1st  section,  1st  division 
Same  do.  do. 

do 


Same 
Same 


Same 
Same 

Same 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &.  Co. 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co. 

Same 

Same 
Calhoun,  Early  &  Co., 
January.  Dunlap  &Co. 

Same 
Calhoun,  Early  &,  Co., 
January,  Dunlap  &  Co. 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co 

Same 

Same 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co 

Same 

Same 

Same 
Calhoun,  Early  «Sc  Co.. 
S.  Grubb, 
January&  Dunlap 

Same 

Same 
Calhoun,  Early  &;  Co., 
S.  Grubb, 
January,  Dunlap  &  Co. 

Same 

Same 
Calhoun,  Early  &  Co., 
S.  Grubb, 
January,  Dunlap  &Co. 

Same 

Samd 

Same 
Calhoun,  Early  &,  Co.. 
S.  Grubb, 

Leslie  &  Collin?, 


do. 
2d  section,  1st  Mauvaisterre  - 
do.  do. 

1st  section,  1st  division 

2d  section,  1st  Mauvaisterre  - 

3d  division       .  .  - 

1st  section,  1st  division 

3d  division       .  -  - 

2d  section,  Mauvaisterre 

do.  do. 

2d  section,  1st  division 
3d  division 

2d  section,  1st  division 
2d  section,  1st  Mauvaisterre  - 
3d  division       .  -  - 

1st  section,  1st  division 
2d  section,  1st  Mauvaisterre  - 
3d  division      .  -  - 

.,  1st  division      .  .  - 

2d  sec.  1st  div.  Mauvaisterre  - 
2d  division       -  -  - 

2d  div.  Briar  fork  &  South  fork 
3d  division       .  -  - 

1st  division      _  -  - 

1st  division,  Mauvaisterre 
2d  division       .  .  - 

2d  div.  South  &  Briar  forks   - 
3d  division       - 
3d  division,  Sangamo  viaduct 
1st  division 

1st  division,  Mauvaisterre 
2d  division      .  -  - 

3d  division      .  -  - 

3d  division,  Sangamo  viaduct 
1st  section,  1st  division 
2d  sec.  1st  div.  Mauvaisterre  - 
2d  division       -  -  , 

3d  division      .  -  - 

3d  division,  Sangamo  viaduct 
1st  division      -  -  - 

2d  sec.  1st  div.  Mauvaisterre  - 
2d  division  ... 
2d  division       -  -  - 

3d  division       -  -  . 

3d  division,  Sangamo  viaduct 

Naples  branch  Northern  C.  R. 


6.200 

7,450 
3,600 
2,000 
4,820 

5,000 
12,386 
2,930 


cents 
264 
20 
20  Li 
20 
30 

25 

27 
20 


600 

500 

5,721 

2,880 

662 

22,260 

11,521 

901 

15,000  ■  33i 


272 
10,170 
2,020 
11,788 
3,590 
5,000 

26 
.30 
30 
50 
20 
25 

1,230 

27 

1,010 
2,144 

20 
24 

9,189 

30 

9,285 

24 

6,095 

30 

6,388 

22 

3,166 


6,666 
2,150 


2,400 


30 


17 


the  Northern  Cross  Railroad. 


69 


ING. 


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30 

- 

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1,000 

40 

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■    - 

- 

500 

40 

- 

- 

- 

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$500 

25 

_ 

_ 

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56    1 

2      . 

. 

. 

. 

. 

. 

l.Oi) 

30 

- 

_ 

_ 

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66.4  1 

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300 

S2 

25 

30 

- 

- 

- 

- 

- 

- 

$300  00 

. 

400 

30 

- 

_ 

_ 

_ 

- 

- 

600  00 

. 

. 

. 

. 

.85 

35 

_ 

_ 

_ 

_ 

940 

35 

500 

*-2 

- 

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110   9 

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45 

— 

— 

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■      393 

. 

. 

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30 

_ 

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388    1 

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2 

40 

_ 

_ 

_ 

_ 

840     - 

_ 

- 

. 

. 

. 

580 

4.50 

30 
35 
40 

- 

- 

8,884 

50 

1,310    1 

0  1,980 

3,096  00 

_ 

_ 

_ 

_ 

250 

7 

30 

116 

1 

- 

- 

500     - 

1,470 

- 

_ 

- 

- 

. 

5.00 

40 

- 

- 

- 

- 

- 

- 

- 

- 

- 

_ 

1,659.6 

40 

_ 

_ 

_ 

_ 

. 

_ 

_ 

. 

_ 

800 

35 

333 

2 

- 

- 

- 

- 

423  00 

~ 

- 

- 

- 

- 

- 

- 

- 

. 

- 

. 

.    * 

2.72 

30 

- 

- 

1,718 

50 

- 

. 

- 

$1,500 

980 

_ 

_ 

- 

_ 

_ 

780     - 

_ 

_ 

. 

, 

. 

6,00 

40 

_ 

- 

L 

_ 

- 

1,400 

2,700  00 

21,35 

- 

- 

- 

- 

- 

427  50 
836  00 

30 

_ 

_ 

_ 

_ 

_ 

1,400 

3,450  00 

_ 

1,500 

~ 

~ 

: 

- 

- 

810     - 

- 

711  00 

- 

- 

- 

4,00 

- 

- 

- 

- 

- 

- 

- 

3,840  00 

30 

782 

.  2 

- 

- 

655 

1,817 

3,612  00 

- 

500 

- 

- 

4.75 

22 

- 

- 

- 

- 

50   9d 

- 

186  00 
428  00 

30 

- 

- 

- 

- 

940 

2,000 

5,746  00 

- 

1,000 

- 

- 

7.00 

_ 

_ 

_ 

- 

_ 

4,000 

1,800  00 

2,000 

30 

- 

_ 

- 

_ 

38.81  8^ 

_ 

272  00 

- 

- 

- 

- 

- 

- 

3,040  00 

17,43 

- 

- 

- 

- 

72  18 

.        J 

■Balance  due  on  grading  per  mile  work. 


70 


Monthly  estimates   of  the  Northern 


SUPER 


Names  of  contractors,  and  locality  of  work  and 
materials  furnished. 


January,  Dunlap  &  Co.,  1st  section,  1st  division 
Same  do.  do. 

Same  do.  do. 

Same  2d  section,  1st  Mauvaisterre  - 

do.  do. 


1st  section,  1st  division 

2d  section,  1st  Mauvaisterre  - 

3d  division       -  -  - 

.,  1st  section,  1st  division 
3d  division       -  _  . 

,,  2d  section,  Mauvaisterre 
do.  do. 

2d  section,  1st  division 
3d  division       ... 

.,  2d  section,  1st  division 
2d  section,  1st  Mauvaisterre  - 
3d  division       -  .  . 

.,  1st  section,  1st  division 
2d  section,  1st  Mauvaisterre  - 
3d  division       -  .  - 

,,  1st  division       -  _  - 

2d  sec.  1st  div.  Mauvaisterre  - 
2d  division       .  .  - 

2d  div.  Briar  fork  &  South  fork 
3d  division       -  -  - 

,  1st  division       -  -  - 

1st  division,  Mauvaisterre 
2d  division       _  -  - 

2d  div.  South  &  Briar  forks    - 
3d  division.     -  -  - 

3d  division,  Sangamo  viaduct 
1st  division 

1st  division,  Mauvaisterre 
2d  division       _  -  - 

3d  division       .  .  - 

3d  division,  Sangamo  viaduct 

,  1st  section,  1st  division 
2d  sec.  1st  div.  Mauvaisterre  - 
2d  division       .  .  - 

3d  division 
.3d  division,  Sangamo  viaduct 

.,  1st  division       -  -  - 

2d  sec.  1st  div.  Mauvaisterre  - 
2d  division       -  -  . 

2d  division       -  .  . 

3d  division       -  -  . 

3d  division,  Sangamo  viaduct 


Same 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  »fc  Co 
Calhoun,  Early  &  Co., 
January,  Dunlap  &b  Co 

Same 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co 

Same 

Same 

Same 
Calhoun,  Early  &,  Co., 
January,  Dunlap  &  Co 

Same 

Same 

Same 
Calliouii,  Early  &.  Co., 
S.  Grubb, 
January  &  Dunlap 

Same 

Same 
Calhoun,  Early  &  Co., 
S.  Grubb, 
January,  Dunlap  &  Co 

Same 

Same 
Calhoun,  Early  &  Co., 
S.  Grubb, 
January,  Dunlap  &  Co 

Same 

Same 

Same 
Calhoun,  Early  &  Co., 
S.  Grubb, 

Leslie  &  Collins, 


12,000 


2.000 

578 


6,068 
28,900 
20,000 

.35,000 
26,475 

18,000 

5,000 

22,500 


1,000 
395 


3,135 


15,000 


1,100 
13,000 


186 


1,367 
6,200 


5,948 
14,000 
7,140 


9,200 
12,117 


6,723 
20,000 

6,632 

7,666 
30,000 

25,752 

2,296 

17,060 


Naples  branch  Northern  C.  R,    16,195    6,124 


28,300 


,295 


Cross  Railroad — Continued. 


71 


STRUCTURE. 


50,000 


o  &. 

1^ 


$3,205   $570  34 
3,000    300  00 


3,312 


450 


2,250 


2,000 


1.50 


1..33 


3.25 


.§971 


|3,050  00 


4,787  78 


72 


Monthly  estimates  of  the  Northern 


FIRST  DIVr 


Names  of  contractors,  and  locality  of  work  and 
materials  furnished. 


January,  Dunlap  &  Co. 
Same 
Same 
Same 
Same 

Same 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co. 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co. 

Same 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co. 

Same 
Calhoun,  Early  &  Co., 
January',  Dunlap  &l,  Co, 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co. 

Same 

Same 

Same 
Calhoun,  Early  &  Co., 
January,  Dunlap  &  Co. 

Same 

Same 

Samfe 
Calhoun,  Early  &  Co., 
S.  Grubb, 
January  &  Dunlap, 

Same 

Same 
Calhoun,  Early  &  Co., 
S.  Grubb, 
January,  Dunlap  &.  Co 

Same 

Same 
Calhoun,  Early  &Co.. 
S.  Grubb, 
January,  Dunlap  &  Co 

Same 

Same 

Same 
Calhoun,  Early  &  Co., 
S.  Grubb, 

Leslie  &  Collins, 


lat  section,  1st  division 

do.  do. 

do.  do. 

2d  section,  1st  Mauvaisterre  - 

do.  do. 

1st  section,  1st  division 

2d  section,  1st  Mauvaisterre  - 

3d  division       -  .  - 

.,  1st  section,  1st  division 
3d  division       -  -  . 

.,  2d  section,  Mauvaisterre 
do.  do. 

2d  section,  1st  division 
3d  division       _  -  - 

.,  2d  section,  1st  division 
2d  section,  1st  Mauvaisterre  - 
.3d  division      -  -  - 

.,  1st  section.,  1st  division 
2d  section,  1st  Mauvaisterre  - 
3d  division       -  -  - 

.,  1st  division       .  .  - 

2d  sec.  1st  div.  Manvaisterre  - 
2d  division       -  -  - 

2d  div.  Briar  fork  &,  South  fork 
3d  division      .-  -  - 

.,  1st  division       .  -  - 

1st  division  Mauvaisterre 
2d  division       .  -  - 

2d  div.  South  &  Briar  forks  - 
3d  division  ... 
3d  division,  Sangamo  viaduct 
1st  division       .  -  - 

1st  division,  Mauvaisterre 
2d  division       .  .  - 

3d  division       .  -  - 

3d  division,  Sangamo  viaduct 

.,  1st  section,  1st  division 
2d  sec.  1st  div.  Mauvaisterre  - 
2d  division       -  -  - 

3d  division 
3d  division,  Sangamo  viaduct 

.,  1st  division       .  .  - 

2d  sec.  1st.  div.  Mauvaisterre  - 
2d  division       .  -  - 

2d  division       .  -  - 

3d  division       .  -  - 

3d  division,  Sangamo  viaduct 

Naples  branch  Northern  C.  R. 


per  cH 

|5,996  90 

15 

6,585  70 

15 

2,500  00 

15 

.3,700  00 

15 

4,331  40 

15 

4.450  00 

15 

7,712  32 

15 

1,340  00 

33 

980  00 

15 

5,999  07 

15 

3,166  00 

15 

18,869  11 

15 

7,446  57 

15 

.35,899  40 

15 

14,874  10 

15 

19,731  00 

15 

2,219  90 

^  13 

28,639  40 

15 

4,161  90 

15 

6,-335  00 
11,474  60 


3,843  00 

11,689  50 


10.510  00 

10,588  60 


15,340  84 


$248,384  31 


73 


Cross  Railroad — Continued. 


SION. 

SECOND  DIVISION. 

THIRD  DIVISION. 

o 

'o 

"o 

o 

O 

n  6 

a  a 

.  r" 

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si 

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6 

a 
o 

Is 

O   cS 

fi  s 

a  6 

s  s 

r 

6 

c 

3 
O 

s 

is 

o  a 

|5,097  37 

per  cent 

per  cent 

5,597  84 

2,125  00 

3,145  00 

3,681  69 

3,782  50 

6,555  47 

89"7  80 

- 

- 

- 

$3,516  88 

15—33 

$2,869  38 

839  80 

- 

- 

- 

1,621  20 

15—33 

1,256  83 

5,609  20 

9,691  10 

16,038  74 

- 

- 

- 

4,770  71 

15—30 

3,765  52 

6,329  41 

30,514  49 

- 

- 

- 

4,989  37 

15 

4,240  96^ 

12,642  98 

16,771  35 

- 

- 

- 

6,016  75 

- 

5,113  73 

^  1,886  91 

- 

$18,246  34 

15 

$15,509  39 

- 

4,679  56 

15 

3,977  62 

24,353  49 

' 

" 

- 

5,831  75 

15 

4,956  98 

3,537  61 

- 

23,392  62 

15 

19,883  73 

- 

9,110  00 

15 

7,743  50 

■ 

- 

- 

- 

3,156  57 

15 

2,683  08 

- 

- 

_ 

_ 

836  00 

15 

710  00 

5,384  75 

9,753  41 

- 

14,000  00 

15 

11,900  00 

- 

- 

- 

- 

2,868  13 

15 

2,437  91 

3,266  55 

■ 

" 

- 

3,840  00 

15 

3,264  00 

9,936  07 

- 

14,000  00 

15 

11,900  00 

- 

- 

- 

3,136  37 

15 

2,665  91 

- 

- 

. 

_ 

428  00 

15 

363  80 

8,933  50 

9,000  31 

- 

26,949  80 

15 

22,907  33 

- 

7,800  00 

15 

6,630  00 

- 

- 

- 

- 

2,590  30 

15 

2,201  75 

' 

- 

- 

3,040  00 

15 

2,584  00 

13,039  82 

.    ■ 

$211,402  16   ^ 

^118,178  32 

$100,451  57 

$46,642  03 

$39,113  07 

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75 


EXHIBIT  No.  11. 


REPORT    OF    WILLIAM    KINNEY, 


WITH    ACCOMPANYING    DOCUMKNTS. 


Vandalia,  Decfmier  20,  1838= 
Tq  the  Board  of  Commissioners  of  Public  Works  of  the  State  of  Illinois. 
The  undersigned,  acting  Commissioner  on  the  public  works  for  the 
second  judicial  circuit,  and  on  so  much  of  the  great  western  mail  route 
as  is  situated  in  the  third  judicial  circuit,  respectfully  reports  the  pro- 
gress of  his  operations  for  the  last  six  months  on  the  se>eril  works  ns- 
signed  to  his  charge  as  acting  commissioner  thereon,  as  fo  lows,  that  is 
to  say : 

Alton,  Hillsboro,  and  Siielbyville  Railroad. 

At  the  last  meeting  of  the  Board,  the  above  work  was  transferred 
from  the  western  to  the  southern  engineering  district,  and  the  surveys 
and  examinations  of  the  line  were  then  in  progress  under  tiie  special 
charge  of  Mr.  F.  Hawn,  assistant  engineer.  Mr.  Hawn  was  forthwith  re- 
quested to  report  himself  to  the  principal  engineer  of  the  southern  district. 

He  was  immediately  instructed  to  confine  his  examinations  and  sur- 
veys to  that  portion  of  the  line  between  Alton  and  Hillsboro,  in  order 
that  the  portion  of  the  work  ordered  by  the  Board  to  be  put  under  con- 
tract might  be  let  without  delay.  The  character  of  the  country  and  vari- 
ety of  routes  proposed,  made  it  necessary  to  establish  the  most  elaborate 
examinations  to  arrive  at  correct  conclusions  in  regard  to  the  most  judi- 
cious route  for  the  road;  and  consequently  much  time  was  necessarily 
consumed  in  the  surveys  preparatory  to  the  letting.  The  report  and  es- 
timates of  the  assistant  engineer  are  herewith  submitted. 

The  letting  of  the  grading  and  superstructure  of  the  railway  on  the 
first  thirteen  miles  from  the  city  of  Alton  took  place  j.i  the  Internal  Im- 
provement office,  in  Belleville,  on  the  22d  day  of  October  last;  and  con- 
tracts have  been  entered  into  for  the  execution  of  the  work,  to  be  com- 
menced within  forty  days,  and  to  be  completed  within  eighteen  months 
from  the  day  of  lettmg. 


76 


The  estimates  of  the  portion  of  the  Jine  put  under  contract  were 
as  follows,  viz: 

For  grading             -             -             -             -             -  f50,420  27 

Superstructure  complete          ...  45,  70  00 


Total  -  -  $95,890  27 

■' 

Making  an  average  cost  per  mile,  exclusive  of  iron,  ^7,360  80,  or 
about  9,000  dollars  per  mile,  including  that  article. 

The  aggregate  contract  price  of  the  work  exceeded  the  above 
estimated  cost  about  2i  per  cent.,  which  would  make  the  total  cost 
$97,287  47  or  7,484  dollars  per  mile,  exclusive  of  iron  for  the  track. 

Since  the  lettings  of  the  western  division  of  the  work,  Mr,  Hawn  has 
extended  his  preliminary  survey  to  Shelbjville,  and  has  now  disbanded 
his  party.  Sufficient  time  has  not  elapsed  since  the  completion  of  the 
field  work  for  him  to  make  his  report  in  detail;  but  he  is  now  actively 
engage  f ,  with  a  draftsman  as  assistant,  in  preparing  his  report,  drawings, 
and  estimates,  which,  when  finished,  will  be  laid  before  the  Board. 

I  have,  however,  received  from  him  a  general  report,  in  which  he  in- 
forms me  that  there  are  no  serious  obstacles  to  the  economical  construc- 
tion of  a  useful  railroad  on  the  »-oute;  and  that  the  "cost  of  construction 
will  be  less  per  mile  than  that  of  the  western  division  now  under  con- 
tract. The  total  length  of  the  line,  by  the  experimental  survey  from 
Alton  to  Shelbyville,  is  nearly  one  hundred  miles. 

There  have  not  been  any  payments  yet  made  on  account  of  construc- 
tion on  this  line  of  the  work. 

The  disbursements  for  engineering,  obtaining  right  of  way,  and  other 
contingencies,  up  to  this  time,  amount  to  $596  87,  and  is  chargeable  to 
this  work. 

I  have  received  propositions  from  the  corporation  of  Upper  Alton  for 
the  voluntary  grant  of  lands  for  a  depot  in  that  town;  and  also  from 
Robert  Smith,  Esq.  for  a  like  grant  of  land  for  a  general  depot  for  the 
above  and  the  Southern  Cross  railroad,  at  the  junction  of  the  two  lines, 
near  Shields'  branch,  in  the  city  of  Alton.  These  several  propositions 
have  been  submitted  to  your  Board,  and  an  order  granted  thereon. 

Southern  Cross  Railroad. 

As  stated  in  my  last  report,  the  western  division  of  this  road  be- 
tween the  ci^y  of  Alton  and  Edwardsviile,  making  about  fourteen  and 
one-third  miles,  was  placed  under  contract  on  the  15th  day  of  February 
last.  The  grading  of  the  several  sections  has  progressed  with  an  effici- 
ency that  gives  a  reasonable  assurance  of  their  completion  within  the 
time  limited  in  the  contracts.  The  hope  I  expressed  in  my  last  report,  that 
the  contractors  for  the  superstructure  would  efficiently  prosecute  the 
work,  has  been  disappointed,  and  I  have  been  reluctantly  compelled  to 
declare  their  contract   abandoned,  and  to  re-let  the  work. 

1  accordingly  advertised  this  part  of  the  work,  and  re-let  the  same  at 
the  Internal  Improvement  office,  in  Belleville,  on  the  23d  day  of  Octo- 
ber last.  This  part  of  the  work  is  now  let  to  an  efficient  and  experienced 
contractor,  and  at  an  advance  of  about  one  hundred  and  fifty  dollars  per 
mile  over  the  price  of  the  first  contract. 


77 

The  engineer's  attested  estimate  for  this  work,   including  the    eost  of 
half  a  mile  of  double  track  and  turn-outs,  is  as  follows,  viz. 

For  grading  and    bridging $50,586  99' 

Superstructure,  exclusive  of  iron         -         -         -  45,274  35 

Total,  exclusive  of  iron          -         -         -  93,861  34 

Iron  and  fixtures 33,970  00 


$129,831  34 

Making  an  average  cost,  including  one-half  mile  of  double  track  and 
turn-outs,  of  $9,058  21  per  mile. 

The  contract  price  for  the  graduation  and  superstructure  is  about  six 
per  cent,  above  the  estimate  of  the  engineer;  but  from  the  purchases 
w^hich  have  been  made  of  railroad  iron,  it  is  ascertained  that  the  estimate 
for  that  item  was  too  liberal,  and  which,  together  with  some  reduction  of 
cost  by  a  subsequent  change  of  grade  on  some  of  the  heavy  sections, 
will  perhaps  compensate  for  the  difference  between  the  contract  and 
estimated  prices  of  the  whole  work. 

The  total  amount  of  work  done  on  the  contracts  for  grading  and 
bridging,  up  to  the  10th  instant,  as  exhibited  by  the  engineers  estimate 
thereof,  on  tile,  is  $30,053  15. 

The  whole  amount  disbursed  for  construction,  after  retaining  25  per 
cent,  on  amount  of  estimates,  v^^hich  have  been  paid  up  to  November  30th, 
is  1*21,458  9l, leaving  a  balance  necessary  to  conoplete  the  contracts 
for  grading  and  bridging,  according  to  the  estimated  price,  and  to  pay  over 
the  retained  per  centage,  of  $'29,  l28  08. 

The  total  amount  paid  by  me  for  the  out-fit  of  engineering  parties,  and 
expenses  of  the  original  survey  and  examination  of  the  whole  line,  from 
the  Wabash  to  the  Mississippi  river,  and  for  the  expenses  of  all  subse- 
quent engineering  and  contingent  accounts,  are  as  follows,  viz: 

For  out-fit  of  engineering  parties  -         ...       $  427  73 

Engineers  and  supplies  1,160  51 

Contingent  and  office  accounts         .         .         .         .  298  32 

Lands  entered 1,116  08 

Proportionate  share  of  general  expenditure       -         -        3,467  31 


$9,469  95 
At  the  last  meeting  of  the  Board,  two  miles  of  this  line  of  work,  including 
the  crossing  of  the  Kaskaskia  river  at  the  townof  Carlyle,  and  the  bridge 
over  that  river  to  accommodate  both  the  railroad  and  the  great  west- 
ern mail  route,  was  ordered  to  be  placed  under  contract.  This  work 
was  surveyed  by  Mr.  Terrell,  assistant  engineer,  under  the  instructions 
of  the  principal  engineer  of  this  district,  whose  report  and  estimates  are 
herewith  submitted.  The  work  was  let  at  the  Internal  Improvement 
oftice  in  Belleville,  on  the  23d  day  of  October  last,  and  contracts  closed 
therefor. 

The  crossing  of  the  valley  and  river  of  the  Kaskaskia  is  one  of  tl)e 
greatest  obstacles  to  be  overcome  on  *hc  whole  route  of  this  road  be- 
tween the  Wabash  and  Mississippi,  and  necessarily  embraces  heavy  and 
expensive  work. 


78 

It  is  worthy  of  remark,  however,  that  the  two  miles,  and  the  cros- 
sing now  let,  embrace  all  the  expensive  work  within  many  miles  on  each 
sidi'.  of  the  river,  and  that  thr  grading  of  the  road  can  be  continued  in 
both  directions  with  small  comparative  cost. 

Tae  estimated  cost  of  the  double-track  bridge,  and  two  miles  of  gra- 
ding, is  $'34,226  48;  the  contract  piicc  for  the  same  work  is 
$-3:sl3-2  18. 

There  has  not  been  any  payment  for  construction  on  this  part  of  the 
work;  and  the  expenses  of  the  party  engaged  in  its  definite  location  have 
been  p^id  bv  the  Commissioner  of  the  fourth  judicial  circuit,  and  charged 
to  the  work  by  him. 

I  have  stated,  under  the  head  of  another  work,  that  I  had  received 
a  proposition  for  the  voluntary  grant  of  lands  for  a  depot,  at  the  junction 
of  this  road  and  the  Alton  and  tShelbyville  railroad, in  the  city  of  Alton. 
As  the  proposition  has  met  the  views  of  the  Board,  I  shall  suggest  the 
necessity  of  an  order  for  the  erection  of  a  depot  and  machine  shop  at  the 
above  sites  offered  to  the  State. 

The  total  ascertained  lengch  of  the  Southern  Cross  railroad,  from  the 
bank  of  the  Wabash  river,  in  Mount  Carmel,  to  the  bank  of  the  Missis- 
sippi river,  in  the  city  of  Alton,  by  the  route  of  the  experimcntcil  servey, 
the  whole  of  which  was  surveyed  under  my  direction,  is  153  miles.  The 
original  survey,  however,  for  a  considerable  portion  of  the  line,  was 
made  in  reference  to  a  grade  not  exceeding  30  feet  to  the  mile,  and 
the  residue  of  it  to  a  grade  within  40  feet.  This  necessarily  increas- 
ed the  curvatures  and  length  of  the  line,  and  added  greatly  to  the  labor 
and  time  necessary  to  make  the  survey.  By  adopting  an  increase  of 
grade  at  some  few  points,  the  distance  will  be  reduced;  and,  it  is  estima- 
ted by  the  engineer,  will  he  brought  within  147  miles.  This  change  will 
also  very  materially  reduce  the  first  cost  of  the  work  without  prejudicing 
the  genera]  atility  of  the  road. 

Belleville  and  Lebanon  Branch  of  the  Southern  Cross  Railroad. 

This  line  of  work  has  been  surveyed,  and  several  routes  or  points  of 
connection  with  the  main  line  examined.  The  result  of  the  survey  exhi- 
bits the  practicabiiily  of  a  cheap  construction  of  this  important  branch 
of  our  system  of  public  works,  and  there  exists  no  doubt  of  the  exten- 
sion of  the  road  from  Belleville  to  the  city  of  St.  Louis  by  the  company 
now  incorporated  to  construct  it,  as  seven  miles  thereof,  from  the  Mis- 
sissippi river,  are  already  constructed  and  in  operation.  I  therefore  sub- 
mit to  the  Board,  whether  the  claims  of  the  cilizens  immediately  interest- 
ed in  this  road  should  be  deferred  any  longer;  and  suggest  the  propriety 
of  commencing  the  work  nt  the  next  letting^  which  may  l)e  ordeied. 

The  total  length  of  this  branch  road,  from  Belleville  to  the  intersection 
of  the  Southern  Cross  railroad,  at  or  licar  Highland,  in  Madison  county, 
is  twenty-tnree  and  a  half  miles. 


79 
Great  Western  Mail  Route. 

In  the  months  of  August  and  October  last,  I  let  all  the  jobs  of  work  on 
so  much  of  this  I'oad  as  lies  in  my  district,  which  had  not  previously  been 
contracted  for. 

All  the  contracts  have  been  prosecuted  with  efficiency,  except  two  of 
the  largest  on  the  American  Bottom,  which  were  let  in  October,  1837. 
After  granting  every  indulgence  to  the  contractors  consistent  with  my 
duty,  m  order  to  enable  them  still  to  complete  their  contracts,  and  save 
to  themselves  the  retained  per  centage  on  the  work  done  by  them,  their 
inability  to  complete  the  work  in  any  reasonable  time  became  manifest 
and  I  accordmgly  declared  their  contracts  abandoned  in  the  month  of 
October  last.  As  the  work  was  left  in  an  unfinished  state,  and  the  pub- 
lic interest  imparatively  demanded  that  this  part  of  the  road  should  be 
placed  and  kept  in  a  condition  to  be  travelled 'during  the  winter,  I  em- 
ployed superintendents  and  laborers,  and  am  now  prosecuting  the  work 
with  them. 

The  engineer's  estimate  of  the  work  proposed  to  be  executed  on  the 
American  Bottom  division,  was  $28,734  68;  and  the  contra'cts  were  taken 
at  about  the  estimates  of  the  engineers,  (say  ii9,000  dollars.) 

The  di^jbursements  on  this  division  of  the  work  have  been  as  follows,  viz: 
For  construction,  |ll,268  10,  leaving  a  balance  of  the  special  appro- 
priation for  this  part  of  the  work,  of  $18,731  90. 

The  engineer's  estimate  of  the  probable  cost  of  the  work  proposed  to 
be  executed  on  the  whole  western  division,  extending  from  the  Ameri- 
can Bottom  to  the  eastern  line  of  Marion  county,  a  distance  of  ninety 
miles,  amounts  to  |86,896  not  including  Albright  and  Rodger's 
estimate. 

In  order  that  the  disbursements  of  the  general  appropriation  for  this 
work  might  be  fairly  apportioned  over  the  whole  line,  from  the  Wabash 
to  the  Mississippi,  agreeably  to  law,  the  contracts  are  let,  specific  as 
to  price,  but  conditional  as  to  amount  and  description  of  work  to  be  ex- 
ecuted by  contractors,  reserving  the  right  to  the  Commissioners  to  de- 
signate,  from  time  to  lime,  what  specific  portions  and  items  of  work  on 

the  respestive  contracts  shall   be  first  commenced  and  completed with 

the  understanding,  however,  that  the  bridging  and  most  difficult  portions 
of  the  road  shall  be  first  executed.  So  that,  although  the  account  of  all 
the  work  embraced  in  the  contracts,  if  fully  completed,  might  overrun  the 
appropriation;  yet  the  rescvations  in  the  contracts  will  enable  the  Com- 
missioners to  keep  the  disbursements  within  those  limits. 

The  total  amount  of  disbursements  on  this  line  of  work,  exclusive  of 
the  American  Bottom,  are  as  follows,  viz: 

For  construction,  engineering,  superintendence,  and  con- 

tingincies  -  ....  ^57,021   10 

Proportionate  share  of  general  expenditure  account  6,3*21   74 


,      ,        ^  163,542  84 

In  the  above  amount  for  outfit,  engineering,  and  contingencies,  is  em- 
braced the  cost  of  the  original  survey  and  location  of  the  whole  line  of 
road  from  St.  Louis  to  Vincennes,  made  by  Mr.  Gilpin,  the  assistant  en- 
gineer, under  my  directions. 


80 

A  tabular  statement  marked  A,  accompanying  this  report,  exhibits 
more  fully,  and  in  detail,  the  number,  extent  and  present  condition  of  the 
several  contracts  or  jobs  on  this  work,  with  the  names  of  the  contract- 
ors on  each,  respectively;  to  which  statement  I  respectfully  refer  the 
Board  for  further  information. 

The  total  ascertained  length  of  this  road  is  1 52  miles,  14  miles  of* 
which  are  west  of  Belleville,  and  l38  east  of  that  point. 

Central  Railroad. 

The  portion  of  the  Kaskaskia  division,  embracing  the  crossing  of  that 
river  near  Vandalia,  which  the  Board  ordered  under  contract  at  their 
last  semi-annual  meeting,  was  let  at  Vandalia  on  the  l3th  day  of  August, 
last.  J 

The  engineer's  estimate  for  this  work,  including  the  cost  of  masonry 
for  the  bridge  over  the  river,  was  ^44,660  03. 

The  amount  of  the  contract  price  for  the  same  work  amounts  to. 
|42,778  19. 

The  disbursement  s  made  by  me  on  account  of  this  work  are,  for  con" 
struction,  $A6\   67 

Experimental  lines  for  this  work  have  been  run  throughout  my  circuit, 
and  the  result  of  them,  I  presume,  will  be  found  in  the  report  of  theComr 
missioners  of  the  third  and  fourth  circuits,  under  whose  immediate  di- 
I'ection  the  surveys  were  conducted. 

Alton  and  Shawneetown  Railroad. 

The  preliminary  examinations  and  surveys  of  this  road,  which  were. 
in  progress  at  the  date  of  the  last  meeting  of  the  Board,  under  the 
charge  of  Mr.  Lathrop,  assistant  engineer  on  the  work,  have  been 
completed.  The  report  of  the  assistant  engineer,  accompanied  by  the 
drawings  and  estimates  of  the  Silver  creek  sections  of  work,  which 
were  ordered  under  contract  by  the  Board  at  their  June  nieeting,  is  all 
that  has  been  received  by  me  in  relation  to  that  survey.  The  report  on 
the  other  portion  of  the  line,  I  am  informed,  has  been  delayed  by  sick- 
ness, and  other  causes  beyond  the  control  of  the  engineer. 

The  grading  of  the  Silver  creek  sections  of  the  work,  including  a  dis- 
tance of  a  fraction  over  three  miles,  and  embracing  the  crossing  of  the 
creek,  was  offered  for  contract,  and  let  at  the  Internal  Improvement  office 
in  Belleville,  on  the  23d  day  of  October  last.  The  contracts  were  let 
under  the  condition  that  the  line  should  undergo  a  revision,  which  the 
principal  engineer  then  thought  to  be  necessary,  and  which  there  was 
not  time  to  elTect  before  the  day  of  letting.  This  revision  has  subse- 
quently been  made,  and  the  contractors  have  efficiently  commenced  their 
resoective  jobs. 

The  revised  estimates  amount  to  ^14,620  47,  and  the  contract  price 
will  not  materially  vary  from  that  amount.  The  cost  of  the  original 
survey  of  this  work  has  been  paid  by  the  Commissioner  of  the  third 
judicial  circuit,  and  by  him  charged  to  this  work.  The  expenses  of  the 
subsequent  revision  of  the  line  at  Silver  creek  comprise  all  the  disburse- 
ments yet  made  by  me;  and  this  having  been   done   by    the   engineer 


81 

engaged  on  the  Southern  Cross  railroad  and  vVestern  mail  route,  and  the 
amount  being  comparatively  trifling,  it  has  been  charged  to  other  ac- 
counts, and  no  account  has  yet  been  opened  by  me  against  this  work. 

Kaskaskia  River  Improvement. 

As  stated  in  my  last  report  to  the  Board,  the  examination  and  survey 
of  the  obstructions  to  the  navigation  of  this  river  were  commenced  about 
that  date,  and  were  conducted  under  the  immediate  directions  of  Col. 
Wm.  C.  Greenup,  engineer  on  the  worlc.  The  report,  drawings,  and  esti- 
mates  of  the  engineer  have  been  filed  in  the  oflice  of  the  Borird  of  Public 
4^ Works,  and  exhibit,  in  detail,  the  nature  and  extent  of  the  several  ob- 
structions, and  the  plans  proposed  for  their  removal. 
-  The  survey  and  examinations  dc:veloped  the  fact  that  the  work,  ne- 
cessary and  practicable  to  be  executed,  would  not  admit  of  such  definite 
specifications  and  description  as  to  enable  contractors  to  bid  understand- 
ingly  for  it,  or  the  Commissioner  to  prosecute  it  by  contract.  I  therefore 
determined  to  lose  no  time  in  waiting  for  the  action  of  the  Board,  but 
proceeded  to  prosecute  the  work  by  superintendents  and  laborers  em- 
ployed and  paid  by  me  as  acting  Commissioner. 

The  report  of  Col.  Greenup,  the  superintending  engineer  on  the  work 
dated  the  3d  instant,  and  herewith  submitted,  explains  in  detail  the  ope- 
rations on  the  river  up  to  tliat  date. 

The  total  disbursements  made  on  account  of  this  work,  up  to  the  28th 
ultimo,  were  as  as  follows,  viz. 

Amount  of  disbursements  charged  to  work  -         -         ^1,846  SOi 

Proportionate  share  of  general  expenditure         -         -  211   17 

2,574,  47d 
The  requisition  of  the  Fund  Commissioners  to  divide  among  the  sev- 
eral works  the  expenditures  heretofore  made  and  charged  to  the  general 
fund  account,  has  been  complied  with  by  me  with  as  much  accuracy  as 
the  nature  of  the  case  will  admit  of.  I  still  entertain  the  opinion,  how- 
ever, that  a  general  fund  account  is  contemplated  by  the  internal 
improvement  law.  There  are  a  variety  of  expenditures — as  the  entry  of 
lands,  the  purchase  of  teams,  camp  equipage,  and  surveying  instruments 
the  compensation  of  the  secretary  of  the  Board,  and  numerous  others 
authorized  by  law — and  yet  not  properly  chargeable  to  any  particular 
work  or  appropriation.  If  there  are  any  doubts  on  this  subject,  it  is  well 
that  they  should  be  agitated  at  the  present  time,  when  the  whole  matter 
can  be  set  at  rest  by  legislative  enactment. 

After  this  general  division  of  the  general  fund  account  amongst  the 
several  works  under  my  charge,  the  total  amount  expended  by  me  and 
charged  to  them,  respectively,  to  Nov.  30,  inclusive,  is  as  follows,  viz: 
On  the  Great  VVestern  Mail  route       -         -         .         .      ,|,'63,542  84 
On  the  Southern  Cross  Railroad         -         -         -         ,         30,953  761 
On  the  Belleville  and  Lebanon  Branch  Railroad         -  371  48 

On  the  Alton  and  Shelbyville  Railroad      -         -         .  665  07 

On  the  Central  Railroad 9,644  25 

On  the  Kaskaskia  river  Improvement        -         -         -  2,05?  47i 

Total  amount  expended ^105,235  25 

6  • 


82  , 

The  report  of  the  principal  engineer  of  the  southera  engineering  dis- 
trict, together  with  the  reports  of  the  assistant  engineers  in  my  circuit, 
therein  referred  to,  is  herewith  submitted. 

General  Remarks. 

My  situation  as  President  of  the  Board  has,  no  doubt,  tended  to  in- 
crease my  correspondence  beyond  that  of  the  other  Commissioners;  and 
it  has  added  much  to  the  office  labor  and  attention  in  my  circuit.  This 
correspondence  has  been  carefully  preserved,  and,  for  the  most  part,  put 
on  record  for  the  use  of  the  Board  and  their  successors. 

From  mv  lono-  residence  and  the  opportunities  I  have  had  of  obser- 
vation, ana  particularly  in  the  southern  section  of  the  State,  it  might  be 
presumed,  and  I  indeed  thought  myself,  that  I  was  long  since  fully  aware 
of  the  advantages  of  the  country.  I  must,  however,  confess  that  the 
journeys  I  have  taken  in  attending  the  meetings  of  the  Board  and  the 
various  lettings  of  contracts,  in  which  I  have  travelled  not  less  than  two 
thousand  miles  since  I  entered  on  the  duties  of  my  office,  have  developed 
facts,  and  presented  aspects  of  the  country  of  which  I  had  not  been  pre- 
viously aware;  and  which  have  more  fully  demonstrated  to  my  mind 
the  o-reat  importance  of  our  system  of  internal  improvements.  In  the 
nature  of  things,  I  cannot  expect  to  see,  in  my  life-time,  the  full  develop- 
ment of  thesi;  advantages,  and  to  enjoy  them.  But,  believing  conscien- 
tiously that  the  futui-e  prosperity  cind  happiness  of  the  people  will  be 
o-reatly  promoted  by  carrying  out  the  system  to  its  full  and  entire  com- 
pletion, I  am  bound  to  advocate  it  to  the  extent  of  my  abilities.  So  far 
from  its  being  too  large  and  extended,  I  believe  that  it  might  be  enlarg- 
ed with  great  propriety  and  decided  advantage  to  the  geneial  welfare  of 
the  whole  State,  if  suitable  appropriations  were  made,  in  addition  to 
those  already  granted  by  the  Legislature,  not  only  to  improve  the  navi- 
gation of  our  rivers,  but,  in  connection  with  the  same,  to  drain  the  ponds 
and  lakes;  which  can  be  accomplished  with  an  inconsiderable  expense,  in 
comparison  to  the  general  utility,  health,  and  pecuniary  prosperity  of 
the  whole  State. 

In  the  low  grounds,  in  many  cases,  five  hundred  or  a  thousand  acres 
of  land  can  be  drained  and  reclaimed  with  less  than  a  hundred  dollars 
expense;  and  the  draining  of  the  Great  American  Bottom  itself,  it  is  be- 
lieved, would  increase  the  value  of  the  soil  therein  at  least  live  millions 
of  dollars;  all  of  which  can  be  effected  with  an  expense  not  exceeding 
two  hundred  thousand  dollars;  and  as  an  evidence  of  the  improvement  of 
health,  it  is  an  incontrovertible  fact  that  the  town  of  Kaskaskia,  which 
is  situated  on  the  bank  of  Kaskaskia  river,  between  that  river  and 
the  Mississippi,  and  near  the  junction  of  the  former,  has  always  been  and 
is  one  of  the  most  healthy  towns  in  the  State;  the  obvious  reason  of 
which  is,  that  lakes  and  ponds  do  not  exist  below  the  point  of  the  blufi' 
between  the  two  rivers,  so  that  when  each  or  either  are  high  and  over- 
flow their  banks,  they  again  recede  to  their  original  channels  without 
remaining  to  form  lakes  or  ponds,  which  has  been  the  great  cause  of 
such  deleterious  effects  as  are  so  seriously  felt  in  other  portions  of  the 
American  Bottom. 


83 

Our  system,  it  is  true,  is  large  and  spacioui,  but  not  nnore  so  than  the 
beauty,  the  fertility  and  peculiar  situation  of  our  State  demand.  The 
facility  with  which  settlement  and  farms  can  be  made  and  the  certain 
and  abundant  reward  which  awaits  the  toil  of  the  agriculturist,  is  induc- 
ing, and  has  caused  an  unprecedented  amount  of  this  valuable  descrip- 
tion of  emigration  to  every  portion  of  the  State. 

The  southern  section  of  the  State,  which  has  heretofore  been  measur- 
ably overlooked  or  underrated,  is  now,  in  common  with  the  more  favor- 
ed north,  attracting  the  notice  of  the  enterprising  settler. 

To  conquer  the  forests  of  Kentucky  and  Ohio,  or  the  older  States,  and 
prepare  the  face  of  the  country  for  profitable  cultivation,  has  cost,  in 
time  and  labor,  more  capital  in  each  than  would  coaiplete  many  such 
systems  of  internal  improvements  as  ours;  whereas,  in  Illinois,  the  land  is 
found  cleared  to  our  hands — the  farmer  has  but  to  plough,  to  plant. 
and  to  gather. 

The  roads  themselves,  from  this  peculiar  character  in  the  face  of  the 
country,  can  be  constructed  with  great  ease  and  rapidity.  By  com- 
mencing the  improvements  at  the  rivers  where  lumber  is  abundant,  and 
running  them  into  the  interior,  the  materials  for  the  raihvays,  as  well  as 
far  fencing  and  building,  are  transported  into  the  very  heart  of  the  great 
prairies,  with  less  cost  than  they  can  be  carted  a  fevr  miles  with  an  or- 
dinary team.  The  settler  can  carry  his  house  with  him,  and  put  up  a 
shelter  for  his  family,  with  the  same  case  that  a  surveyor  would  pitch 
his  tent,  and  his  posts  and  plank  would  follow  him  to  fence  his  field  be- 
fore oxen  could  prepare  the  ground  for  his  crop.  His  articles  of  con- 
sumption would  come  in  the  same  convenient  channel,  and  whatever 
surplus  his  industry  and  the  fertility  of  his  soil  would  produce,  would 
find  a  ready  market  at  his  own  door. 

I  am  persuaded  this  is  no  fancied  picture;  for  already  are  the  prairies 
rapidly  being  entered  by  intelligent  farmers  in  anticipation  of  these  ob- 
vious results.  Moreover,  the  country  along  the  lines  of  these  improve- 
ments will  enjoy  all  the  advantages  of  the  best  navigable  streams  in  the 
State,  without  any  of  their  deleterious  effects,  which  arc  alv/ays  appre- 
hended, and  but  too  often  felt,  by  the  inhabitants  along  their  borders. 

The  greal  Central  railroad  through  the  centre  of  the  State  will,  under 
the  present  system,  be  intersected  with  numerous  cross  roads,  connect- 
ing with  the  rivers  on  our  borders  and  the  work  m  progress,  or  in  con- 
templation, in  Indiana,  and  will  afford  the  facility  of  throwing  into  the 
southern  market  the  surplus  products  of  the  State,  at  a  time  when  the 
Ohio  and  Upper  Mississippi,  and  their  numerous  tributaries,  are  locked 
up  with  ice,  or  impeded  with  shoals,  and  thereby  enable  the  farmer  to 
command  the  best  possible  price  for  his  produce.  The  articles  of  con- 
sumpiion  can  likewise  be  distributed  to  every  portion  of  the  State,  with 
certainty  and  economy,  and  at  all  seasons  of  the  year,  without  any  inter- 
ruption, and  thereby  prevent  those  fluctuations  in  price,  caused  by  the 
inequality  of  demand  and  supply,  which  are  Jso  prejudicial  both  to  the 
dealer  and  consumer.  Were  this  system  now  in  operation,  the  present 
deficiency  in  the  supply  of  the  indispensable  article  of  salt,  so  seriously 
felt  in  many  portions  of  the  State,  and  which  has  been  caused  by  the 
interruption  of  the  navigation  during  the  last  season,  could  not  have 
happened. 


84 

The  increase  in  price  which  the  citizens  of  this  State  will  pay  the 
present  year,  tor  this  article  alone,  will  exceed,  in  all  probability,  double 
the  taxes  of  the  State,  to  say  nothing  of  other  articles  of  indispensable 
necessity,  which,  from  the  same  causes,  have  been  greatly  enhanced  in 
price. 

These  general  advantages,  which  would  result  from  the  completion  of 
the  system  and  its  gradual  increase  as  the  means  of  the  State  would 
warrant,  are  not  all  the  advantages  I  anticipate  from  it.  I  believe  that^ 
in  point  of  revenue,  it  will  disappoint  its  most  sanguine  friends.  If  the 
amount  of  travel  and  transportation  which  now  passes  between  Louisville 
and  St.  Louis,  or  Chicago  and  the  several  points  on  the  Mississippi,  be 
taken  as  a  basis  of  calculation,  no  reflecting  man  can  doubt  that  the 
work  must  yield  a  handsome  revenue  to  the  State.  Residing  on  the 
great  western  mail  route,  I  have  had  an  opportunity  of  observing  the 
amount  of  travel  during  the  last  season  ot  low  water  in  the  Ohio,  between 
Louisville  and  St.  Louis.  The  line  of  mail  stages  on  this  route,  during 
the  whole  period  of  this  continued  drought,  carried  passengers,  which 
averaged,  at  the  orduiary  fare,  (as  I  have  understood.)  fifteen  hundred 
dollars  per  week,  or  at  the  rate  of  about  $'75,000  a  year.  And  during 
the  same  period,  every  means  of  travel,  by  private  conveyances,  which 
could  be  obtained  in  Louisville,  seemed  likeAvisc  to  be  put  in  requisition. 
During  this  period,  an  intelligent  gentleman  of  Missouri,  (the  Hon.  T.  H. 
Benton)  on  his  way  homeward,  at  Salem,  stated  to  me  that  it  was  then 
estimated  that  there  were  2,000  persons  in  Louisville  waiting  for  con- 
veyance to  the  Mississippi  river,  and  that  every  means  of  travelling  was 
engaged  to  carry  passengers  to  St.  Louis,  or  other  points  on  the  river. 
I  speak  of  this  as  one  case  only  within  my  own  knowledge,  and  have 
every  reason  to  believe  that  other  routes  across  the  State  were  equally 
thronged.  And  it  appears  to  me  that,  even  at  a  period  when  the  steam- 
boats are  in  full  operation,  the  time  and  risk  of  life  which  could  be  saved 
by  travelling  on  our  roads,  would  enable  them  cffectuallyno  compete 
with  the  river  communication. 

A  person  from  New  Orleans,  on  arriving  at  the  mouth  of  the  Ohio,  a 
point  where  boats  of  the  largest  class  can,  at  all  seasons,  have  safe  and 
easy  access,  could  there  take  a  land  conveyance,  and  arrive  at  St.  Louis, 
Alton,  Peoria,  or  any  other  northern  point  in  the  State,  and  at  Louis- 
ville, in  Kentucky,  in  half  the  time  that  it  would  require  a  steamboat  to 
ascend  in  the  most  favorable  stages  of  water;  and  the  variety  of  the 
journey,  independent  of  its  expedition  and  safety,  would  always  present^ 
a  powerful  inducement  in  its  favor. 

There  is  another  certain  source  of  revenue,  which  has  generally  esca- , 
ped  the  attention  of  writers  on  this  subject,  and  may,  with  propriety,  be 
alluded  to  here.     It  is  the    profits  arising  from  the  transportation  of  the 
United  States'  mail,  which    must   always  be  given  to  the   railroads,  on 
account  of  their  superior  expedition. 

It  is  well  understood  that  the  value  of  land  and  its  products  form  the 
basis  of  substantial  wealth  in  all  countries.  If  we  are  to  judge  of  Illinois 
by  this  statement,  we  cannot  but  admit  that  the  aggregate  value  of  prop- 
erty in  the  State  has  greatly  increased  since  the  passage  of  our  internal 
improvement  law;  and  it  is  equally  certain  that  the  markets  for  produce 
have  been  materially  improved  by  the  existence  and  operation  of  the 
Bystern. 


85 

The  character  of  the  State  abroad,  has  been  elevated,  and,  during  a 
season  of  unprecedented  pressure  in  the  commercial  viorld,  the  bonds  of 
this  State  have  been  in  demand  when  other  States  were  unable  to  effect 
their  loans.  The  capital  which  has  been  brought  into  the  State  in  a 
variety  of  ways,  in  consequence  of  the  operation  of  the  system,  has  ena- 
bled our  people  to  pass  through  a  perilous  crisis  in  the  monetary  affaira 
of  this  country  and  of  Europe,  without  depreciation  in  the  value  of 
property,  or  suffering  pecuniary  distress.  Without  intending  to  antici- 
pate the  report  of  the  Fund  Commissioners,  I  have  no  doubt  it  will  be 
found  that  all  these  happy  results  have  been  achieved  without  a  dollar 
of  charge  on  the  Treasury;  and  I  have  the  fullest  confidence  that  the 
same  energetic  and  prudent  management  which  has  characterised  the 
Board  of  Fund  Commissioners,  if  persevered  in,  will  enable  the  State  to 
carry  out  the  system  to  its  full  completion  without  imposing  burdens  on 
the  people. 

In  view,  then,  of  all  the  advantages  which  the  system  promises,  I  am 
unable  to  perceive  how  any  substantial  objections  can  be  urged  against 
it.  If  errors  or  abuses  are  alleged  by  any  to  have  been  committed  in 
its  prosecution,  it  seems,  to  my  mind,  that  this  forms  no  substantial  oIj- 
jection  to  the  system  itself. 

The  official  connection  with  the  system,  with  which  I  have  been  hon- 
ored, was  bestowed  upon  me  without  my  knowledge  or  solicitation;  I 
accepted  of  it  with  a  view  of  rendering  my  feeble  aid  in  carrying  out  the 
intentions  of  the  law,  to  the  extent  of  my  abilities;  and  I  have  found,  by 
experience,  that  the  commencement  of  the  system,  in  its  incipient  stages 
at  least,  has  been  a  task,  to  me,  of  much  labor,  both  of  body  and  mind, 
whatever  may  be  its  operations  hereafter. 

That  I  have  at  all  times  avoided  error,  is  too  much  for  me  to  suppose, 
but  that  I  have  endeavored  to  act  to  the  best  of  my  judgment  and  ability 
for  the  success  of  the  several  works  under  my  charge,  and,  as  a  member 
of  the  Board,  for  the  promotion  of  the  best  interests  of  the  whole  system., 
I  hope  will  be  conceded  to  me. 

To  you,  gentlemen,  I  take  this  opportunity  to  make  my  humble  ac- 
knowledgments lor  the  assistance  and  indulgence  which  you  have  afford- 
ed me  on  all  occasions  in  the  performance  of  my  several  duties,  as  act- 
ing Commissioner  and  President  of  your  Board. 

With  sentiments  of  high  respect,  and  the  upmost  confidence,  gentle- 
men, 

Your  obedient  servant, 

WILLIAM  KINNEY, 
fActing  Commissioner  of  the  Second  Judicial  Circuit. 


POSTSCRIPT. 


Our  delegation  in  Congress,  at  the  last  session,  requested  me,  as  Pre- 
sident of  the  Board,  to  furnish  them  with  a  diagram  of  all  the  surveys 
and  most  probable  routesof  the  different  railroads, &c., so  that  the  United 
States  Senate  could  publish  them  appended  to  the  journal  of  the  Board 
and  the  laws  of  our  internal  improvement  system;    which  was  complied 


«-;  86 

wiik  by  me,  through  the  aid  I  received  from  each  member  of  the  Board, 
bj  their  supplying  me  with  the  diagrams;  but,  in  making  out  the  same 
by  the  engineer  in  my  office,  the  diagram  of  the  Great  Western  mail 
route  was  accidentally  omitted.  My  letter  to  the  Hon.  A.  W.  Snyder,  on 
that  subject,  is  herewith  submitted.     (See.  letter  No.  1.) 

It  will  be  remembered  that,  on  a  former  occasion,  the  Board  authorized 
me  to  correspond  with  Mr.  Stansburry,  United  States  engineer,  sent  out 
for  the  purpose  of  examining  and  surveying  the  Kaskaskia  and  Illinois 
rivers.  On  the  subject,  my  letter  (No.  2)  to  him,  and  a  subsequent  one 
(No.  3)  to  the  Kon.  A.  W.  Snyder,  are  herewith  submitted. 

I  also  submit  the  report  of  the  engineers  who  surveyed  the  said  river 
under  my  directions,  together  with  my  correspondence  with  them  on 
the  subject.     (See  report  No.  4.) 

I  was  also  authorized,  or  requested  by  the  Board,  to  correspond  with 
our  delegation  in  Congress  on  the  subject  of  allowing  this  State  to  im- 
port railroad  iron  free  from  duty,  without  the  customarv  formalities  of, 
the  presentlaw;  (see  letters  Nos.  5  &  6:)  and  also  on  the  subject  cf  ob- 
lammg  assistance  by  donations  of  land,  and  gran's  of  the  right  of  way, 
&:c,,  j;o  carry  out  the  system  of  internal  improvements;  wiiich  letter 
(No  7.)  is  herewith  submitted. 


No.  1. 

Internal  Improvament  Office, 

Belleville,  ^pril  -[4,  'iS3S. 
Sir:  In  making  out  the  the  diagrams,  at  your  request,  of  the  railroads 
for  publication  with  the  internal  improvement  law  and  journals  of  the 
Board  of  Comraissionsrs,  the  diagram  of  the  Great  Western  mail  route 
vi^as  accidentally  omitted  by  the  engineer  who  drafted  or  laid  down  the 
same,  which  should,  and  would  have  been  done,  had  it  not  have  been  for 
the  accident  occurring. 

The  W^estern  mail  route,  which  is  of  great  importance  to  this  country 
and  the  travelling  community  in  general,  is  undergoing,  under  the  au- 
thority of  our  internal  improvemeut  system,  rapid  improvements;  which 
will  v/arrant  an  early,  easy,  and  safe  passage  to  the  mail  stage,  and  all 
other  carriages  for  the  accommodation  of  the  travelling  community. 

This  road  passes  from  St  Louis,  through  Belleville,  seat  of  justice,  and 
Lebanon,  St.  Clair  county;  Carlyle,  Clinton  county;  Salem,  Marion 
county;  Maysville,  Clay  countj  ;  J.awrcnceville,  Lawrelsce  county,  and 
thence  to  Yincennes.  Ey  reference  to  the  map  of  the  State,  the  general 
featuresof  the  route  can  be  seen,  which  runs  through  one  of  the  most 
beautiful  and  fertile  countries,  perhaps  in  the  world,  of  the  same  extent; 
and,  when  the  improvement  of  the  same  is  finished,  a  ride  in  one 
of  the  beautiful  and  newly  established  stages  (which  has  just  commenced 
running  on  the  same)  in  the  month  of  May  or  June  through  the  Grand 
prairie,  &c.,  would,  in  my  opinion,  drive  the  blue  devils  as  far  from  a 
stage  passenger  as  a  chase  after  a  gang  of  buffaloes  would  from  an  In- 
dian west  of  the  Rocky  mountains. 

With  great  respect,  your  obedient  servant, 

WILLIAM   KINNEY, 
Jlding  Commissioner  of  the  Second  Judicial  Circuit. 
Hon.  A,  W.  Snyder,  Washington  cH^/. 


,  87 

No.  2. 

^     BELLEVILIiE,  ./5Mg-?^Si  25,   1837. 

Sir-  The  Board  of  Public  Works,  at  their  last  meeting,  passed  a  reso- 
lution authorizing  me  to  request  of  you  a  transcript  of  your  report  ot 
Hie  survey  of  the  Kaskaskia  river.  A  copy  of  the  report  ot  the  survey  ol 
the  minors  would  also  be  thankfullv  received  by  the  Board.  1  herewith 
send  vou  a  copy  of  the  law  establishing  the  internal  improvement  system 
oflllinois,  which  exhibits  the  manner  in  which  the  Commissioners  of 
Public  Works  are  required  to  make  the  survey  of  said  rivers,  wh^ich, 
however,  may  be  of  no  service  to  you,  unlessyour  instructions  from  Gov- 
ernment wilfauthonze  you  to  make  the  surveys,  m  part  or  m  whole,  m 
conformity  to  said  law. 

Very  respectfully,  I  am 

Your  most  obedient  servant, 

Wri.LL\M  KINNEY, 
Actinir  Commissioner  Second  Judicial  Circuit 
and  President  B.  F.  W. 

Mr.  Ersicine  Stanssury, 

U.  S.   Engineer  in  survey  of  the 

Kaskaskia  and  Illinois  rivers. 


No.  3. 


Belleville,  February  5,  1838. 

De.vr  Sir:  The  Board  of  Commissioners  of  Public  Works,  in^June 
last,  passed  an  order  authorizinsj  me  to  correspoiid  with  the  United  States 
en2;ineers  sent  out  to  survey  Ihe  Illinois  and  Kaskaskia  rivers,  on  the 
aubject  of  their  reporting,  or  furnishing  a  copy  of  their  report  m  respect 
to  the  examination  of  the  latter  river,  to  me  or  the' Board.  Accordingly 
I  did  so,  and  have  heard  nothing  from  them. 

They  are  now  in  Washington  city.  Erskine  Stansbury  is  the  name 
of  the  principal  engineer  sent  for  that  purpose;  and  should  their  report 
be,  as  ii  must  be.  favorable  to  the  improvement  of  said  river,  I  would 
thank  you  to  ask  of  them  a  copy  of  the  same;  and  1  think  it  advisable 
for  our  delegation  to  endeavor  to  get  a  donation,  either  in  land  or 
otherwise,  to  aid  the  State  in  improving  said  river,  as  a  company  is  now 
making  up  to  build  a  steamboat  to  navigate  the  same. 

With  much  respect,  I  am  truly  yours, 

WILLIAM  KINNEY, 


President  Board  Public  Works, 


Hon.  A.  W.  Snydek. 


No.  4. 
Kaskaskia  River  Improvement. 

Internal  Improvement  Office, 

Belleville,  July  l7,  1837. 
Hon  WiLLiA3i  Kinney, 

Acting  Com''}-  Second  Judicial  Circuit. 

S[r:  In  compliance  with  the  request  in  your  letter  to  me  of  the  1st, 
and  the  instructions  of  the  principal  engineer  of  the  southern  engineer- 
ing district,  of  the  8th,  I  commenced  on  the  13ih  of  last  month,  atVanda- 
lia,  with  the  engineering  party,  in  the  two  light  boats  which  you  had 
prepared  for  the  purpose,  to  make  the  necessary  examinations  and  sur- 
veys of  the  Kaskaskia  river,  with  a  view  to  the  adoption  of  plans  for  the 
improvement  of  its  navigation,  and  completed  the  same  on  the  7th  inst. 

According  to  the  instructions,  I  procured  copies  of  the  several  town- 
ship plats  through  which  the  river  runs,  to  enable  me  to  identify  with 
sufficient  accuracy  the  location  of  the  several  points  where  obstructions 
exist,  and  which  it  was  necessary  to  note,  without  the  expense  of  mean- 
dering the  whole  course  of  the  river.  It  is  to  be  regretted,  however,  that, 
in  executing  the  surveys  of  the  public  lands  of  the  United  States,  some 
portions  of  the  river  were  not  meandered.  And  although  the  river  is 
protracted  through  all  the  sections,  and  wherever  the  lines  intersect  or 
touch  the  river,  the  points  are  accurately  drawn,  yet  the  serpentine 
course  of  the  river  from  line  to  line  are  only  occular  drawings. 

In  the  instructions,  I  was  referred  to  the  18th  section  of  the  internal 
improvement  law,  and  required  to  adopt  such  plans  for  the  improvement 
of  the  navigation  of  the  river  as  contemplated  by  that  act,  but  at  the  same 
time  others  might  be  embraced  so  as  to  have  a  more  extended  appropria- 
tion than  that  now  made.  Consequently,  my  examinations  and  surveys 
were  made  with  a  view  to  steamboat,  keelboat,  and  tlatboat  navigation 
from  the  mouth  of  the  river  upwards,  giving  the  low  water  channel  in  the 
river,  at  the  shoalest  places,  a  convenient  and  uniform  depth  for  the  unin- 
terrupted passage  of  keel  andliatboat?,  and  of  steamboats  of  such  dimen- 
sions as  maybe  best  adapted  to  the  navigation  thereof,  and  for  the  removal 
of  such  timber  obstructions  as  may  be  deemed  injurious  or  dangerous  to 
the  navigation — having  a  due  regard,  also,  to  the  greatest  and  most  useful 
amount  of  water-power  to  be  created  or  rendered  for  the  use  of  the 
State,  and  to  equalize  the  expenditure  of  the  sum  appropriated,  as  near 
as  may  be,  on  all  portions  of  the  river  susceptible  of  improvement 
from  its  junction  with  the  Mississippi  upwards,  by  removing  the  obstruc- 
tions from  its  channel,  in  making  short  cuts  across  the  bends,  and  clear- 
ing off' the  trees  from  the  margin  of  the  river. 

The  instructions  further  require  of  me  to  divide  the  proposed  im- 
provements into  convenient  sections  for  putting  the  work  under  contract 
whenever  I  found  it  to  be  practicable  to  make  detailed  estimates,  de- 
scriptions, and  specifications,  so  as  to  enable  persons  proposing  to  con- 
tract to  bid  understandingly  for  its  execution. 

In  regard  to  the  capacity  of  the  stream  for  navigable  purposes,  various 
opinions  have  been  expressed.     The  General  Assembly,  by  an  act  passed 


on  the  20th  February,  I8l9,  declared  it  a  navigable  stream  from  its 
mouth  up  to  township  No.  7  north.  Subsequently,  bv  another  act, 
commissioners  were  appointed  by  law,  and  an  appropriation  and  some' 
expenditures  were  made  for  improving  the  navigation,  which  were  ap- 
plied principally  below  Carl) ie;  but  the  small  amount  appropriated,  and 
consequently  the  Httle  work  done,  did  but  little  to  improve  the  condition 
of  the  river  in  the  navigation. 

The  source  of  this  river  is  in  Champaign  county,  and  it  may  be  termed 
the  river  of  the  prairies.  Its  general  course  is  from  N.  E.  to  S.  W., 
stretching  diagonally  almost  acioss  the  State  through  an  extensive  prai- 
-rie  region  of  great  fertility  and  beaut\.  It  is  a  stream  of  considerable 
length,  and  is  very  sinuous  in  its  course,  and  much  resembles  at  a  common 
stage  of  water,  a  canal  obstructed  only  by  timber  and  snags,  which,  when 
removed,  and  in  some  places  straightened  by  opening  cut  offs  across  the 
points,  it  must  become  an  important  stream  for  navigation.  And  it 
seems  to  me  that  in  an  impartial  coDsideration  of  the  subject  of  making 
the  necessary  improvements,  the  burden  ought  not  to  rest  wholly  upon 
the  present  means  of  the  State.  It  is  known  that  at  the  present  time 
the  United  States  own  four-fifths  of  the  lands  contiguous  to  this  river- 
and  unless  the  navigation  is  improved  to  afford  facilities  for  transporting 
the  surplus  products  of  these  fertile  lands,  they  must  remain  for  a  long 
time  the  property  of  the  General  Government.  Would  it  not  be  good  pol- 
icy on  the  part  of  the  National  Government  to  donate  alternate  portions 
of  the  contiguous  vacant  lands  to  the  Slate,  to  aid  the  State  in  raising 
the  necessary  funds  to  extend  the  navigation  of  this  river?  The  example 
of  the  donation  for  a  like  purpose,  near  Chicago,  is  so  well  known  as  hav- 
mg  produced  an  income  to  both  Governments,  that  it  is  only  necessary 
to  be  alluded  to,  to  make  it  manifest  in  this  case. 

To  ascertain  the  capacity  of  the  river,  at  the  point  of  commencing  my 
examinations,  I  took  a  survey  and  levelling  above  and  below  the  mill 
dam  opposite  Vandalia.  The  stage  of  water  at  the  time  (l3th  June, 
1838,)  was  about  eight  inches  above  the  lowest  known  water  mark.  The 
least  depth  of  water  in  the  channel  below  the  dam  was  four  feet  and 
four-tenths;  the  medium  width  of  the  surface  of  the  water  ninety-eight 
feet;  the  rise  from  low  to  high  watermarks  11.285  feet;  the  quantity  of 
water  discharged  per  hour,  1,847,799  cubic  feet. 

The  surveys  of  the  public  lands  afford  a  convenient  and  beautiful  ap- 
plication of  science  to  the  geography  of  the  country,  chequering  it  into 
sections  of  a  mile  square.     In  making  my  notes  and  estimates,  the  exam, 
mahons  and  surveys,  I  was  governed  by  the  sectional   lines    through 
which   the  river  passes,   and    also  in  making  the  estimates  of  distance. 
Ihesenverestimatesof  distance  governed   the   estimates  of  cost   of  re- 
moving the  timber  and    snags,  and  the  cost  of  clearing  the  timber  alono- 
the  banks.  Should  it  be  deemed  expedient  at  any  future  time  to  putth? 
execution  o(  the  proposed  improvements  under  contract  at  a  public  bid- 
ding, it  may    be  easily  divided  into  suitable  contract  sections  by  the  de- 
tails given  of  the  river  through  the  several  sections  of  the  public  surveys. 
\       It  will  appear  by  the  notes  and  estimates  herewith  returned,  that  the 
i  actual  distance  along  the  river,  as  unimproved,  from  the  mouth  uptoVan- 
I  daha,  is'204  miles  and  70  chains;  and  that,  when  improved  as  pro  osed, 
the  distance  will  be  lessened  24  miles  and  20  chains  by  means  of  cut-offs, 


90 

making  the   distance,  when  improved   from  Vandalia  to  the  mouth,  180 
mllns  and  59  chains. 

The  notes,  estimates,  and  profiles  exhibit  the  followmg  estima^ted^cost^ 

For  removing  logs,  &c.,  in  the  river  -         -         -  ^"'''l^f;  ]J 

clearing  ot  river  banks         -----  7,^t»L  1)2 

removing  the  timber  of  two  rafts  -         -  _       -  400  00 

clearing  sand  islands,  willow  points  and  clearing 

timber  from  cut-offs  -    .     -         -         -         -  i?«^''0^  ^'0 


making  brush  dams 
excavating  cut-offs 


796  00 

1.564  00 


Total  -  -         -  ,      -         -         -       $'19,536  79 

These  estimates  of  cost  were  made  with  the  xmderstanding  that  the 
work  was  not  to  be  executed  bj  contract,  but  that  it  would  be  done 
under  the  immediate  direction  of  a  superintendent  or  agent.  The  rea- 
sons which  influenced  that  understanding  are,  that  it  will  require  an  out- 
tit  for  a  snagboat,  suitably  constructed  for  that  purpose,  with  the  neces- 
sary tackle  and  apparatus  for  removing  the  logs  and  snags  in  the  bed  of 
the  river,  which  would  cost  more  than  it  is  probable  a  contractor  would 
be  likely  to  incur,  unless  he  undertook  the  whole,  or  a  major  part  of  the 
work— and  it,  would  be  difficult  so  to  dehne  the  work  in  a  manner  that  an 
undertaker  could  form  any  correct  estim.ate  how  to  bid,  or  be  bound 
to  the  performnnce  of  it  in  the  way  it  would  be  required  to  be  done  by 
an  inspecting  engineer;  and  that  it  would  require  the  constant  attention 
of  an  engineer  and  assistant  superintendents  during  the  whole  tmie  of 
performing  the  work,  to  direct  the  manner,  and  see  that  the  work  was 
effcctuallf  executed,  which  could  not  be  specified  understandingly  on 
paper.  Taking  this  viev\r  of  the  mode  of  executing  the  work,  the  addi- 
tional expense  of  the  boat,  apparatus,  and  requisite  tools;  and  also  adding 
some  additional  cost  which  will  have  to  be  made  for  sluices  and  wmg- 
dams  to  concentrate  the  water  in  a  few  places  into  a  main  channel, 
which  a  rise  in  the  river  at  the  time  of  making  the  examination  preven- 
ted us  from  laying  off  and  making  an  estimate  lor— it  is  probable  that 
the  whole,  exclusive  of  locks  and  dams  for  slack-water,  will  not  exceed 
the  sumof  tliirty  thousand  dollars. 

The  best  plan,  therefore,  that  I  feel  safe  in  recommending  to  you 
for  executing  that  work,  is  to  procure  a  suitable  snagboat,  with  the  ne- 
cessary tackle,  tools  and  implements  and  employ  about  forty  suitable 
laborers,  under  the  charge  of  a  superintending  engineer,  with  two  expe- 
rienced superintend!  nts  of  the  work,  and  furnishing  the  necessary  sub- 
sistence. A  part  of  these  laborers  to  be  engaged  in  cutting,  sawing, and 
removing  the  trees  and  snags  in  the  river,  and  the  rest  in  chopping  down 
and  cutting  off  into  short  lengths  all  such  trees  and  brush  as  hang  over 
the  river; "and  cutting  away  all  roots,  stumps,  and  other  things  likely  to 
stop  or  arrest  floating  timber,  and  prevent  the  formation  of  drifts  or 
rafts;  grubbinff  up  the  willows  and  shrubbery  on  the  islands,  and,  as  lar 
as  m'ay  be  deemed  necessary,  remove  every  thing  that  would  be  con- 
sidered likely  to  obstruct  the  passage  of  navigating  vessels;  and  remov- 
ing- such  trees  as  are  likely  to  wash  down  and  fall  into  the  river  on  each 
bank;  and  excavating  the  earth  to  make  the  cut-offs  across  the  points  and 
bends  referred  to  in  the  notes. 


91 

When  the  river  is  cleared  in  the  manner  suggested,  and  the  cut-offs 
made,  no  reason  can  be  perceived  why  this  river  may  not  be  safely  nav- 
igated as  far  up  as  Vandalia  by  steamboats, drawing  not  more  than  three 
feet  of  water,  at  least  six  months  in  a  year;  and  flat  and  keels,  drawin^f 
not  more  than  that  depth  of  water,  might  pass  nine  months  in  a  year.  I 
am  certain  that  such  might  iiave  been  the  case  for  the  last  four  'or  five 
years,  had  the  river  been  improved  as  now  proposed:  and  it  is  believed  that 
the  river  may  be  further  improved  so  as  to  make  it  navigable  for  keel  and 
flat  boats  up  to  Shelbyville  and  above;  and,  indeed  it  has  been  remark- 
ed by  many  intelligent  persons,  that  the  quantity  of  water  in  this  river 
has  greatly  increased  since  their  knowledge  of  it;  and  they  attribute  it  to 
the  settlement  and  cultivation  of  the  lands,  which  opinion  is  not  confined 
to  this  river,  but  that  it  has  become  notoriously  so  with  many  other  v,^ater 
courses  in  the  western  country  since  its  first  settlement  and  cultivation. 
Whatever  surplus  of  the  present  appropriation  may  be  left  in  improv- 
ing the  river  below  Yandaiia,  can  be  applied  in  improving  the  river 
above,  as  far  as  it  is  susceptible,  and  the  surplus  funds  appropriated  may 
afford  the  means.  This  may  be  greatly  facilitated  by  having  the  snag- 
boat  and  materials  on  hand  with  which  to  prosecute  it. 

The  best  season  for  prosecuting  the  proposed  improvements,  is  horn 
the  1st  of  September  un  il  the  setting  in  of  winter.  During  the  winter 
season,  little  could  probably  be  done,  as  the  days  are  short — the  proba- 
bility that  the  river  will  be  frozen  over,  and  the  weather  too  uncertain  to 
keep  laborers  on  wages  to  any  advantage;  and  in  the  spring  season,  the 
frequent  high  rises  would  overwhelm  the  timber  lying  in  the  river,  and 
inundate  the  shores  so  that  all  operations  would  be  very  liable  to  be  re- 
peatedly suspended  until  after  the  spring  and  summer  floods  subside. 
Should  the  plan  of  operations  herein  recommended  meet  with  your  ap- 
probation, it  vrcuid  be  proper  to  draw  out  a  plan  and  estimates  for  the 
boat  and  other  equipments  required,  as  early  as  practicable,  as  the 
proper  season  for  operations  is  fast  approaching. 

I  would  here  remark,  and  recommend,  that  steamboats  intended  to 
navigate  this  river  should  be  so  constructed  as  not  to  exceed  IGO  feet  in 
length,  and  built  considerably  flat-bottomed,  with  a  stern  vfheel  in  a 
recess.  Such  a  boat  would  not  probably  exceed  three  and  a  half  or  four 
feet  hold,  and  when  loaded  with  sixty  tons  of  freight,  would  not  draw 
more  than  three  feet  of  water.  There  are  a  great  man}^  short  bends  in 
the  river,  where  it  would  be  difficult  for  a  boat  differently  constructed, 
when  running  fast,  to  turn  round  the  bends  without  running  against  the 
banks.  The  greatest  danger  which  I  apprehend  in  navigating  this  river 
would  be  in  time  of  high  water.  The  water  then,  in  many  places, 
runs  over  the  banks  and  througli  the  timber,  and  across  the  bends,  and 
it  would  then  be  difScult  to  prevent  a  boat  from  being  drawn  by  the  cur- 
rent over  the  bank  into  the  woods. 

In  regard  to  the  improvement  of  the  river  by  means  of  slack-water 
dams,  and  procuring  the  most  useful  amount  of  water  power  to  be  crea- 
ted or  rendered  thereby  to  the  State  use,  and  the  subject  of  mill-dams, 
bridges  and  viaducts,  I  refer  you  to  the  remarks  and  recommendations 
in  the  appenpix  to  the  notes  and  estimates  herewith  submitted,  consid- 
ering any  remarks  upon  these  subjects,   under  present  circumstances,  to 


92 

be  of  a  confidential  character,  and  ought  not  to  form  a  part  of  this  gene- 
ral report. 

Among  the  many  great  advantages  likely  to  be  gained  by  the  improve- 
ment of  this  river,  there  are  two  worthy  of  remark:  ist.  It  wi'l  cheapen 
and  facilitate  the  exports  and  imports  of  the  people  composing  a  consid- 
erable portion  of  the  interior  part  of  the  State.  2d.  It  will  bring  into  use 
and  market  large  quantities  of  valuable  timber  which  it  would  otherwise 
be  difficult  to  get  at. 

It  is  a  fact,  generally  admitted  in  the  construction  of  works  of  internal 
improvement,  that  railroads  and  turnpikes  afford  the  greatest  facilities  for 
rapid  I  ravel,  and  are  best  calculated  for  the  transportation  of  light  articles 
of  commerce;  and  that  sea,  river,  and  canal  transportation  is  cheaper, 
and  best  calculated  for  the  transportation  of  heavy  articles  of  commerce. 

The  greatest  portion  of  exports  and  imports  carried  on  by  the  people 
residing  on  the  waters  of  theKaskaskia  river,  is  to  and  from  St. Louis, 
Alton,  and  Chester.  The  price  which  merchants  have  lo  pay  for  wag- 
onage  from  the  Mississippi  to  Vandaliaand  Shelby  vilie,  is  from  one  dol- 
lar to  one  dollar  and  fifty  cents  per  hundred  pounds,  or  from  twenty  to 
thirty  dollars  a  ton.  At  Carlyle,  and  vicinity,  the  price  is  about  fifteen 
dollars  a  ton;  and  the  other  towns  further  dowij  the  river  have  lo  pay  in 
proportion  to  the  relative  distance  they  are  from  the  Mississippi.  The 
distance  from  Vandalia  to  St.  Louis  is  seventy  miles.  A  keelboat,  loaded 
with  thirty  tons  of  freight,  could  be  propelled  fromKaskaskia  or  Chester 
to  Vandalia,  by  twelve  hands,  in  ten  days;  these  hands,  including  pro- 
visions, would  cost  about  one  dollar  and  a  quarter  a  day  each,  making 
fifteen  dollars  a  day  expense  for  ten  hands,  equal  to  one  hundred  and 
fifty  dollars  for  the  voyage.  Now,  at  the  above  rate  of  wagonage,  this 
freight  would  amount  to  six  hundred  dollars,  at  least.  A  steamboat  could 
afford  to  do  it  for  much  less  than  e,  keelboat;  consequently,  it  is  evident 
that  all  the  heavy  exports  of  produce  would  be  carried  on  by  the  river, 
in  steam,  keel,  or  flatboats,  and  all  the  imports  of  groceries,  salt,  iron, 
&c.,  for  the  common  consumption  of  the  country,  vrould  be  taken  up  by 
steam  and  keel  boats,  making  a  good  profit  on  their  voyages,  vastly  under 
the  charges  of  wagonage.  And  the  great  abundance  of  timber  would 
form  an  important  article  for  consumption,  as  well  to  the  contiguous 
prairies  as  for  rafting  to  the  waters  below,  where  it  would  command  a 
price  and  profit  worthy  of  the  enterprize  of  the  people. 

All  of  which  is  respectfully  submitted. 
I  have  the  honor  to  be, 

Very  respectfully,  your  obedient  servant, 

WM.  C.  GREENUP, 
Principal  Assistant  Engineer^  Kaskaskia  River  Improvement. 


My  views  accord  with  those  in  the  above  report,  in  regard  to  the  prac- 
ticability of  the  improvement,  and  the  great  advantages  that  will  result 
from  the  same. 

Respectfully, 

SAMUEL  BROOKE,  Jr. 
Assistant  Engineer  Kaskaskia  River  Improvement. 


Internal  Improvement  Office, 

Belleville,  July  24,  1838. 

Col.  Wm.  C.Greenup, 

Sir:  Your  report  has  been  received,  and  it  is  with  pleasure  that  I 
take  this  occasion  to  express  to  you,  and  those  veho  accompanied  you  in 
the  performance  of  the  work  in  the  survey  of  the  Kaskaskia  river,  my 
entire  satisfaction  of  the  despatch  with  which  the  same  was  performed, 
and  the  ability  and  satisfactory  manner  in  which  your  report  explains 
the  utility  and  practicability  with  winch  the  navigation  of  the  said  river 
can  be  improved  to  the  great  advantage,  especially  of  the  citizens  of 
Randolph,  St.  Clair,  Washington,  Clinton,  Fayette,  and  Shelby  counties; 
the  good  citizens  of  which  cannot  fail  to  be  much  gratified  to  learn  that 
the  time  is  fast  approaching  w^hen  keel,  flat,  and  steamboats  will  be  laden 
and  unladen,  both  with  the  exports  of  their  produce  and  the  imports  of 
commodities  in  exchinge  for  the  same,  at  the  very  door  of  many  of  their 
houses,  and  the  villages  which  are  and  naturally  will  be  stationed  upon 
the  banks  of  that  ancient  river;*  which  has  been  so  much  overlooked  by 
emigrants,  and  misrepresented  (as  to  its  navigation)  by  those  whose  pre- 
tensions to  science  were  worthy  of  more  correct  views. 

Your  plan  for  improving  the  said  river  by  superintendents,  under  the 
direction  of  a  skilful  engineer,  meets  my  approbation,  and  will  (baring 
accidents,  if  the  stage  of  the  water  will  permit)  be  put  in  operation  by 
the  first  of  September. 

With  sentiments  of  respect, 
^     '  Your  obedient  servant. 

WILLIAM  KINNEY, 
Acliiig  Commissioner  Second  Judicial  Circuit. 

P.  S. — I  have  no  doubt  but  that  the  time  will  yet  come  when  this  sub- 
ject will  be  placed  in  its  proper  light,  in  the  halls  of  Congress,  to  that 
most  honorable  and  enlightened  body  in  the  world,  in  a  manner  in  which 
they  will  see  the  propriety,  and  have  the  magnanimity  to  grant  to  this 
State,  either  by  donation  of  lands,  or  otherwise,  an  assistance  for  the  im- 
provement of  that  river,  which,  as  1  have  before  stated,  was  named  after 
one  of  the  "most  patriotic  and  peaceful  tribes  of  Indians,  perhaps,  that 
ever  lived  west  of  the  Allegheny  mountains;"  of  which  the  celebrated, 
talented,  and  great  clxiei  [Baptiste  Du  Coigne)  named  a  son  after  Thomas 
Jefferson,  as  an  evidence  of  his  respect  for  the  principles  of  our  Govern- 
ment. W.  K. 


No.  5. 
Copy  of  a  letter  written  to  each  of  the  members   in  Congress  from  this  State. 

Belleville,  January  20,  1838. 
Sir:  By  a  resolution  of  the  Board  of  Public  Works  at  their  last  meet- 
ing, I  am  requested  and  authorized  to  open  a  correspondence  with  our 
members  in  Congress,  in  respect  to  obtaining  the  passage  of  a  law  by 
that  honorable  body,  to  allow  the  Board  of  Public  Works  to  have  rail- 
road iron  for  the  internal  improvement  system  of  the  State  of  Illinois 
imported  free  of  duty.  I  beg  leave,  therefore,  to  call  your  attention  to 
the  subject;  and  notwithstanding  there  may  be  a  general  law  now  on 
that  subject,  as  some  say  there  is,  yet  you  will  see  the  propriety  of  a  spe- 
cial law  for  our  State,  as  our  system  of  improvements  is  organized  in  a 


manner  to  warrant  safety  to  the  Government,  and  put  beyond  doubt  the 
purposes  for  which  said  iron  would  be  imported  by  an  agent  of  the  Board, 
or  on  which  a  drawback  would  be  allowed,  if  purchased  in  the  United 
States,  and  thereby  save  the  trouble  of  a  compliance  with  the  formalities 
that  are  generally  thrown  round  a  general  law  on  such  subjects,  to 
guard  against  individual  or  company  irresponsibilities. 

Any  information,  therefore,  as  to  the  practicability  and  possibility,  in 
your  opinion,  of  the  prospect  of  the  passage  of  such  a  law,  will  be  more 
than  thankfully  received,  by 

Your  obedient  servant, 

WM.  KINNEY, 
President  of  the  Board  of  Public   Works. 


No.  6. 
Internal  Improvement  Office, 

Belleville,  March  1,  1838. 
Deak  Sir:  *,Your  letter  of  5th  ultimo,  enclosing  me  a  section  of  the 
law  in  relation  to  the  importation  of  railroad  iron,  has  been  received, 
and  the  said  section  carefully  examined.  As  our  s^'stem  of  improve- 
ments adopted  by  the  State  is  large  and  spacious,  and  will  no  doubt  be 
carried  into  successful  operation  in  due  time,  and  as  no  doubt  can  be  en- 
tertained of  the  full  faith  and  intention  of  the  State  to  use  the  iron  im- 
ported under  the  direction  of  the  Board  of  Public  Works  for  said  road 
purposes,  it  would  therefore  still  appear  to  me  that  a  special  law  of  Con- 
gress, allowing  an  agent  of  the  Board  liberty  to  purchase  or  import  all 
iron  free  of  duty,  intended  as  aforesaid,  would  be  nothing  more  than 
reasonable,  and  a  saving  of  considerable  trouble  to  the  Board,  or  agent, 
which  they  would  be  put  to  by  a  compliance  with  the  formalities  of  the 
law  as  it  now  exists;  and  also  the  lymg  out  of  the  use  of  the  money  paid 
until  the  iron  was  actually  laid  down  on  the  rails.  Certainly  that  en- 
lightened and  most  honorable  body,  the  Congress  of  the  United  States, 
cannot,  or  at  least  would  not,  if  respectfully  applied  to,  refuse  to  give 
some  special  encouragement  to  a  young  and  patriotic  State,  which,  like 
the  State  of  Illinois,  has,  in  a  bold  and  enterprising  manner,  stepped  for- 
ward to  establish  a  system  of  internal  improvements,  which,  if  carried 
out  to  the  full  extent  of  the  suitableness  of  such  a  system  to  the  nature 
of  her  soil  and  geographical  situation,  will  not  only  be  a  credit  to  the 
nation  to  which  she  is  a  birth  child,  but  also  cause  her  to  shine  as  the 
morning  star  amongst  her  sisters  in  the  far  west. 

With  respect,  your  obedient  servant, 

WILLIAM  KINNEY, 
President  of  the  Board  of  Public   Works. 
Hon.  J.  M.  Robinson. 


No.  7. 
Internal  Improvement  Office, 

Belleville,  February,  1838. 
Dear  Sir:  As  Illinois  has,  at  her  last  regular  session,  established,  per- 
haps, one  of  the  grandest  and  most  splendid  schemes  of  internal  improve- 


95 

ments  ever  adopted  by  any  State,  and  which  is  well  suited  to  her 
locality,  agricultural  advantages,  and  the  coaimercial  necessities  of  the 
country,  I  would  therefore  suggest  the  propriety  of  the  members  in  (Con- 
gress from  this  State  asking,  fiom  the  General  Government,  a  aonation 
on  each  alternate  section  of  the  undisposed  lands  along  all  the  project- 
ed improvements  aforesaid;  not  only  ior  the  benefit  of  the  Slate,  but  to 
facilitate  the  sale  of  the  Government  lands  lying  in  the  vicinity  of  said 
projected  improvements,  both  of  rivers  and  railroads,  and  particularly  to 
aid  in  the  completion  of  the  great  Central  railroad,  commencing  at  the 
mouth  of  the  Ohio  river  and  connecting  with  the  Michigan  and  Illinois 
canal.  Such  a  donation  would  be  carrying  out,  to  perfection,  the  same 
principle  of  national  policy  that  actuated  them  to  grant  certain  lands  to 
aid  in  the  construction  of  said  canal,  as  the  railroad  connected  with  the 
same  will  open  a  grand  chain  of  intercourse,  in  a  commercial,  agricul- 
tural and  military  point  of  view,  with  the  northern,  southern,  eastern  and 
western  States.  To  such  an  improvement  as  that,  the  utility  of  which 
needs  no  comment,  certainly  no  member  of  Congress  could  object,  or 
refuse  the  aid  of  the  Geneial  Government  in  carrying  it  out.  it  is  use- 
less, I  presume,  to  say  that  Illinois  is  naturally  destined  to  be  the  garden 
spot  of  the  world,  as  respects  agricultural  pursuits.  Her  soil  is  alluvial, 
and  groaning  to  be  delivered,  by  the  hand  of  the  industrious  agriculturist, 
ot  the  immense  wealth  which  it  contains.  She  is  a  railway  by  nature, 
at  least  so  far  finished  as  a  wagon  wheel  would  be  lacking  onlv  the  tire, 
comparatively  speaking,  with  other  countries  where  railroads  have  been 
and  are  yet  intended  to  be  successfully  and  usefully  constructed.  What 
objection  can  the  General  Government  have  to  give  aid  to  such 
a  system  of  internal  improvements  as  Illinois  has  adopted,  so  suited  to 
her  in  every  point  of  view,  and  which,  if  successfully  carried  out,  will 
place  the  whole  system  of  national,  agricultural,  and  military  operations 
before  the  eyes  of  the  world,  in  the  attitude  and  beauty  in  which  a  lovely 
belle  would  appear  before  a  large  mirror? 

It  would  appear  to  me  that  all  that  is  wanting  to  obtain  aid  in  the 
accomplishmtmt  of  such  a  desirable  object,  both  for  the  nation  and  this' 
State,  is  to  make  an  effort.  A  moment's  reflection,  by  that  most  honora- 
ble body  (of  all  national  councils)  the  Senate  and  House  of  Representa- 
tives of  the  U.  States,  is  only  required  to  push  the  projected  improvi  ment, 
particularly  that  of  the  Central  railroad,  into  complete  operation ;  (the  ac- 
complishment of  which  will  make  the  mouth  of  the  Ohio  and  Mississippi 
accessible  at  all  seasons  of  the  year;)  by  which  means  the  whole  products 
for  exportation  can  and  will  oe  thrown  into  market  and  scattered  to 
the  four  quarters  of  the  world,  without  being  subject,  as  is  frequently 
the  case,  to  meet  the  competition  of  other  States  at  the  city  of  New  Or- 
leans, which  have  been  prevented  in  the  forwarding  of  their  exports, 
cither  from  the  want  of  water  or  by  being  retarded  by  ice. 

Your  early  attention  to  this  subject  will  be  well  received  !)y  the  Board 
of  Public  Works,  and  no  doubt  by  the  whole  community  which  you  rep- 
resent, and  more  particularly  by  your  correspondent  and 
Humble   servant, 

WILLIAM  KINNEY, 
President  of  the  Board  of  Public   Works, 
Hon.  A.  W.  Sntdkr. 


96 

A 

AN  ABSTRACT  of  the  contracts  let  07i  the  Western  Division   of  the    Great 

river,  and  the  east 


West  from,  Belkville. 

Section  No.  1        - 

Bridging  over  Richland  creek      - 

Section  No.  2        -         >    - 

"      No.  3        - 
.        .  (No.  4  -  - 

Amenoan     \^^,^ 

Bottom      ^j^^g 

East  from  Belleville. 

Section  No.  1         - 

"  No.  2 

"  No.  3        - 

■    "  No.  4 

"  No.  5        -  -  - 

"  No.  6,  Silver  creek  bottom 

"  No.  7,  Silver  creek  bridge 

"  No.  8,  Lebanon 

East  from  Lebanon. 

Section  No.  1 

"  No.  2  - 
Sugar  creek  bottom 
Sugar  creek  bridge 
Section  No.  3  - 
Shoal  creek  section  -       _     - 

Section  No.  4,  Shoal  creek  bridge 

»     No.  5 

"    No.  6        - 
Bea\rcr  creek  section 
Carlyle  section      -  -  - 

Kaskaslda  bottom 
Sections  No.  7  &  8,  Grand  Prairie 

"      No.  9,  10,  11, 12,  13,  cSt  14 
Dum's  creek  section 

Whole  length  of  Mail  Route 


Length 
in  miles 


2.00 

4.00 
2.00 
^2.00 
2.00 
2.50 


2.00 
2.00 
2.00 
2.00 
2.00 
1.00 

2.00 


6.00 
4.00 
2.00 

7.00 
1.00 

4.00 
4.00 
1.00 
1.00 
1.00 
21.00 
14.00 
1.00 


152 


Contractor's  names. 


Hugh  Duffj, 

Same 
Patrick  Ryan 
John  Thomas,  jr., 
Winstanly  &  Duffy, 
John  Thomag,  jr., 
Winstanly  k  Duffy, 


Dunn,  Dwin  k  Co., 

Same 
M'Cormick  k  Breman, 

Same 
John  Tliomas  k  Co. 

Same 

Same 

Same 


Mullegan  k  Co. 
Dunn  k  Co., 

Same 
John  Thomas,  jr., 
Dunn  k  Co., 
Baine  k  Wadkins, 
Ferdinand  Baine, 
M'Cormick  &Co., 

Same 
Isaac  Demint, 
Groves  k  Scluiffer, 

Same 
Ferdinand  Baine, 
Fitch,  Case  &  Co., 
Albright  k  Rodgera, 


Date 

of 

contract. 

Aug 

28, 

1837 

Oct. 

5, 

1837 

Feb. 

19, 

1838 

Aug 

28.1837  1 

do 
do 
do 

Feb 

19 
do 
do 
do 
do 

1838 

Oct. 

15, 
do 

1837 

Feb 

19, 

1838 

Aug 

16, 
do 

1838 

Feb 

19, 

1838 

Oct. 

23, 
do 

1838 

Feb 

19, 

18.38 

Oct. 

23, 

1838 

Aug 

16, 
do 

1838 

Ausr 

28, 

1837 

Feb. 

19, 
do 

1838 

Oct. 

23, 

1838 

Aug 

16, 

1838 

Oct. 

7, 

1837 

97 
A. 


Western  Mail  Route,  between  Illinois  town,  on  the  left  hank  of  the   Mississippi 
line  of  Marion  county. 


Engineer's 

Amount  of  work 

Probable  amount 

Amount  of  per 

estimate. 

actually  done  to 
December,  1838. 

of  work    to   be 
executed. 

centage  paid. 

1  $2,350  45 

$5,876  60 

$.5,876  60 

<\  Finished  and 
\     recorded 

2,^98  08 

5,050  85 

"  ,    ^  ' 

5,050  85 

do. 

3,473  37 

See  section  5 

'■  ^■ 

See  section  5 

do. 

14,471)  00 

2, '251  80 

$14,000  00 

1,688  85 

2,)50  00 

5,498  10 

_ 

5,498  10 

Finished  and  re- 

10,478  00 

3,820  90 

- 

2,865  70 

cordefl 

3,182  81 
1,448  (U 

1     7,378  93 

6,903  00 

1,131  17 

2,006  64 

\     4,789  00 

- 

4,.345  12 

1,530  88 

2,070  86 

_ 

2,070  86 

Finished  and  re- 

4,549 75 

6,642  00 

corded. 

856  00 

1,000  00 

>                430  05 

1.640  80 

Commenced 

2;010  84 

Commenced     • 

.    3,594  00 

2,125  00 

_ 

1,700  00 

1,709  00 

1,476  00 

Commenced 

1,965  11 

3,308  .34 

•'  _ 

3,308  34 

Finished  and  re- 

3,512 00 

Commenced 

corded. 

1,782  80 

do. 

8)1  64 

do. 

1,756  00 
\     4,000  00 

3,408  47 

_ 

3,408  47 

Finished  and  ra 

3,501  69 

- 

2,636  20 

corded. 

2,864  60 

Commenced 

8,616  40 

Commenced 

- 

1,051  70 

- 

1,051  70 

Finished  and  re- 

corded. 

$85,466  60 

Reporl  of  Edward  Smith,    Principal  Engineer  of  the  Southern  DistricL 

Yandalia,  December  3,  1838. 

To  the  Hon.  William  Kinney, 

President  of  the  Board  of  Commissioners  of  Public  Works, 

Siu:  I  have  the  honor  to  suhmit  to  the  Board  of  Public  Works  the 
foUowiiie  report,  in  relation  to  the  several  pubUc  works  in  the  sou.hern 
engineering  district,  showing  their  situation  and  progress  up  to  this  date. 

Southern  Cross  Railroad,  from  Alton  to  Mount  Carmel. 

The  graduation  of  the  roaJ-bcd  of  the  western  and  eastern  divisions 
of  this  work,  whijh  was  ploced  under  contract  in  the  months  of  Febru- 
ary and  March  last,  has  been  efficiently  prosecuted,  in  the  general, 
find  is  in  a  state  of  forwardness  that  gives  a  reasonable  assurance  of  the 
final  completion  of  this  part  of  the  work  within  the  time  limited  in  the 
contract^.  The  jobs  recently  let  at  the  crossing  of  the  Kaskaskia  river, 
at  Carlylc,and  at  the  crossing  of  the  Utile  Wabash  river,  in  Wayne 
county,  have  been  efficiently  commenced  by  the  contractors. 

The  contractor  to  whom  was  let  the  job  of  delivering  the  timber  for 
the  superstructure  of  the  railway  on  the  eastern  divisicn,  commenced  his 
contract  indue  tirtic,  but  has  be.rn  unfortunately  retarded  in  his  opera- 
tions in  consequence  of  the  unusual  drought  which  prevailed  during  the 
past  season.  A  steam-engine,  purchased  in  Ohio  for  the  purpose  of 
erecting  a  saw-mill,  could  not  be  shipped  to  its  place  of  destination,  and 
the  water-mills  upon  which  he  relied  for  a  portion  of  his  supply  of  tim- 
ber have  been  unable  to  operate.  The  hope  is  entertained  that,  so  soon 
a«  these  unavoidable  causes,  which  he  alleges  have  delayed  his  oncra- 
tions,  are  removed,  his  assurances,  still  to  complete  his  contract  withm 
the  time  limited,  will  be  fully  redeemed. 

The  new  contractor  to  whom  was  relet  the  superstructure  of  the 
railway  on  the  western  division,  in  the  month  of  October  last,  has  made 
arrangements  to  carry  his  job  ctficiently  forward,  and  the  utmost  confi- 
dence is  felt  that  he  will  give  satisfaction  to  the  Board,  and  to  the  com- 
munity interested  in  the  work.  ,•,.,    1- 

The  situation  and  progress  of  the  several  contracts  are  exhibited  in 
detail  in  the  tabular  statements  prepared  for  the  purpose,  and  herewith 

submitted.  ,   ,        .  i  •  i   .i  i 

The  detailed  reports,  estimates,  and  drawings  upon  which  the  several 

Ictt^n^rs  have  been  had,  and  heretofore  attested  and  filed,  are  respectfully 

referr°  d  to  as  exhibiting  a  full  and  minute    description  of  these  portions 

of  the  line.  .   .  .  ,^  ,  •    ,•  i 

The  maps  and  profiles  of  the  remaining  portions  of  this  line,  explana- 
tory of  the  experimental  surveys,  as  well  as  those  of  the  Belleville  and 
Lebanon  Branch  railroad,  are  herewith  submitted. 

A  considerable  portion  of  the  examinations  and  surveys  of  this  road, 
from  the  Wabash  westerly,  were  made  in  reference  to  a  grade  not  ex- 
ceeding- thirty  feet   to  the  mile,  and  thi)  residue  of  the  line,  including 


the  Branch  road,  in  reference  to  a  grade  within  forty  feet.  Rj  a  suhse- 
quent  order  of  the  Board,  t^.is  original  restriction  wa?  removed,  and  by 
adopting  a  grade  above  forty  feet,  but  within  admissible  hmits,  at  a  few- 
points  where  increased  difHcultics  are  presented,  the  original  experi- 
mental lines  will  be  greatly  improved  in  point  of  distance,  curvatures, 
and  cost,  without  atrecting  the  general  utility  of  the  road.  The  total 
length  of  the  experimental  line,  from  the  bank  of  the  Wabash  to  the 
bank  of  the  Mississippi  rivers,  is  153  miles;  but  it  is  found  that,  by  re- 
sorting to  the  modifieation  in  the  grade  above  suggested,  this  distance 
can  be  reduced  within  147  miles.  i  he  greatest  elevation  overcome  is 
220  feet  above  high  water  mark  of  the  GrcHt  Wabash  river,  at  the  fool 
of  the  Grand  Rapids,  and  'i03  feet  above  high  water  mark  of  the  Missis- 
sippi, at  the  city  of  Alton.  This  maximum  elevation  of  country  occurs 
on  the  dividing  ridge  between  the  waters  of  the  Wabash  and  Kaskaskia 
rivers,  in  the  county  of  Marion;  and  nearly  the  same  elevation  presents 
itself  on  the  western  extremity  of  the  valley  of  the  Kaskaskia,  near  the 
town  of  Edwardsville.  The  drainage  of  the  w^hole  State  is  intersected 
by  this  line  of  road  nearly  at  right  angles,  and  the  profile  will  be  found 
useful  to  the  intelligent  settler  in  seeking  for  a  home  on  the  lands  of  the 
General  Government  i.i  that  section  ol  the  State,  should  it  be  thought 
that  the  health  of  countries  is  governed  by  comparative  elevation. 

The  river  sections  of  this  work  between  the  city  o<~  Alton  and  Ed- 
wardsville— between  Mount  Carmel  and  Albion — and  at  the  crossings  of 
the  Little  Wabash  and  Kaskaskia  rivers,  now  under  contract,  embrace 
the  heaviest  and  most  expensive  portions  of  the  road.  It  will  be  seen 
by  the  map,  that  a  large  portion  of  the  residue  of  the  line  traverses  an 
open  prairie  country,  and  its  topography  presents  no  extraordinary  diffi- 
culty to  the  most  economical  construction  of  the  road-bed.  The  aver- 
age cost  of  the  whole  line,  estimated  upon  data  der'ived  from  the  actual 
lettings  and  prosecution  of  the  present  contracts,  and  upon  the  present 
price  of  labor  and  provisions,  is  ^■8,-<i(l0,  per  mile  for  the  main  line.  The 
Belleville  and  Lebanon  Branch  read  presenting  less  difficulties  than  the 
main  Ime,  is  estimated,  upon  the  same  data,  at  |;7,000  per  mile.  Its  total 
length  from  the  town  of  Belleville  to  its  intersection  with  the  main  line, 
near  Highland,  is  '-'Si  miles. 

As  capital  becomes  invested  in  the  country  and  mills  erected,  the 
facilities  of  furnishing  the  timber  for  the  superstructure  of  the  railways 
and  bridges  will  be  greatly  increased,  and  must  materially  reduce  the 
cost  of  this  part  of  the  work.  The  supply  of  timber  from  the  rivers 
where  the  road  is  commenced,  and  which  it  crosses  in  its  route,  may  be 
considered  inexhaustible;  and  when  the  machinery  for  its  manufacture 
shall  have  been  pn.vided  at  those  points,  its  cost  must  be  lessened  to  an 
amount  at  least  equivalent  to  the  expense  of  transporting  it  on  the  rail- 
ways to  the  interior  of  the  State.  So  that  it  is  fair  to  conclude  that 
the  cost  of  construction,  as  now  estimated,  will  be  found  to  be  adequate 
and  sufficient  for.  the  entire  extension  of  the  railways  throughout  the 
whole  line. 

Alton  ani>  Shawneetown  Railroad. 

The  contracts  for  grading  the  Shawneetown  division  of  this  road, 
which  were  let  in  the  month  of  March  la^st,  have  been  efficiently  prose- 


100 

cuted,and  the  roads  will  no  doubt  be  ready  to  receive  the  railway  within 
the  time  prescribed  in  the  contracts.  The  contracts  for  furnishing  tim- 
ber for  tlie  superstructure  of  the  railway  and  bridges,  and  those  for  the 
erection  of  the  depot  buildings  at  Shawneetown  and  Equality,  let  at 
Shawneetown  in  September  last,  have  been  commenced,  and  the  con- 
tractors are  considered  highly  efficient  and  responsible.  The  prices  at 
which  the  work  on  this  road  has  been  taken  are  lower,  in  the  general, 
than  those  of  any  other  works  in  this  district,  and  perhaps  in  the  State. 
This  is  to  be  accounted  for  from  the  superior  advantages,  which  exist 
at  this  well  known  and  important  emporium  on  the  Ohio  river,  in  ob- 
taining laborers  and  provisions;  and  it  affords  a  most  encouraging  induce- 
ment for  the  rapid  extension  of  the  work  into  the  interior  from  this  point. 
Added  to  the  above  advantages,  the  liberal  policy  pursued  by  those  hav- 
ing the  control  of  the  large  banking  capital  at  that  point  will,  at  all  times, 
enable  contractors  to  carry  on  their  works  with  efficiency,  certainty,  and 
economy,  and  at  the  same  time  advance  the  best  interests  of  the  State  in 
promoting  the  speedy  and  economical  construction  of  her  public  works. 

The  contracts,  embracing  the  graduation  of  three  miles  at  the  crossing 
of  Silver  creek,  in  St.  Clair  county,  which  were  let  at  Belleville  in  Octo- 
ber last,  have  fallen  into  the  hands  of  responsible  contractors,  and  I  he  jobs 
have  been  efficiently  commenced.  The  tabular  statement,  herewith 
furnished,  will  exhibit  the  present  condition  of  these  contracts. 

The  experimental  survey  of  the  whole  line  from  Shawneetown  to  the 
intersection  of  the  Alton  and  Mount  Carmel  road  near  Edwardsville, 
was  made  during  the  last  season,  and  completed  in  the  month  cf  Sep- 
tember, by  Mr.  Lathrope,  the  engineer  on  this  road.  Owing  to  the 
deceaseof  Mr.  Blanchard,  the  resident  engineer,  and  the  sickness  of  the 
assistants  on  the  line,  Mr.  Lathrope's  duties  have  been  greatly  augmented; 
and,  in  consequence,  his  report  of  this  survey  has  been  unavoidably 
delayed. 

The  distance  by  the  experimental  line,  from  Shawneetown  to  Ed- 
wardsville, is  147  miles.  As  the  general  character  of  the  country  is 
similar  to  that  on  the  route  of  the  Alton  and  Mount  Carmel  road,  the 
cost  of  its  construction  will  not  exceed  that  of  the  latter,  or  ^8,^200 
per  mile.  The  report  of  the  engineer  in  charge  of  the  work  is  in  a 
course  of  preparation,  and  will  be  submitted  as  early  as  practicable. 

Alton,  Hillsborough  and  Shelbyville  Railroad. 

At  the  session  of  the  Board  in  the  month  of  June  last,  this  work  was 
transferred  from  the  western  to  the  southern  engineering  district.  At 
the  time  of  its  being  so  transferred,  the  examinations  and  experimental 
surveys  were  in  progress,  under  the  direction  of  Mr.  Hawn,  the  senior 
assistant  engineer  in  charge  of  the  work.  As  it  was  desirable  that  the 
portion  of  this  work  then  ordered  to  be  placed  under  contract  should  be 
prepared  for  letting  at  the  earliest  day  possible,  Mr.  Hawn  was  forth- 
with instructed  to  suspend  the  experimental  surveys  east  of  Hillsborough, 
and  proceed  immediately  to  the  definite  location  of  the  western  division 
of  the  work,  and  to  prepare  the  same  for  letting.  The  topography  of 
the  country,  on  the  direct  line  between  Upper  Alton  and  Hillsoorough, 
presented  extraordinary  difficulties  to  the  location  of  a  useful  and  econom- 


101 

ical  railroad,  and  consequently  required  that  elaborate  and  skilful  ex- 
aminations should  be  made,  in  order  to  determine  on  the  most  judicious 
route  to  be  adopted. 

The  line  having  been  decided  on,  and  the  drawings  and  estimates 
prepared,  the  work  on  the  first  l3  mi'es  from  the  city  of  Alton  was. 
let  at  Belleville,  on  the  2'2d  of  October  last.  The  contractors,  without 
exception,  so  far  as  lam  informed,  are  considered  to  be  highly  responsi- 
ble, and  every  confidence  is  felt  that  the  work  will  be  energetically 
prosecuted. 

For  further  and  full  particulars  in  relation  to  this  portion  of  the  line, 
I  beg  leave  to  refer  to  the  able  and  comprehensive  report  of  Mr.  Hawu, 
and  the  accompanying  drawings  and  estimates  heretofore  filed. 

The  experimental  lines  have  subsequently  been  extended  to  Shelby- 
ville,  but  sufficient  time  has  not  elapsed  to  enable  the  engineer  to  pre- 
pare his  report,  to  lay  before  the  Board  at  their  present  meeting. 

Great  Western    Mail  Route,    between    Vincennes    and  St.  Louis. 

The  contracts  let  on  this  line  of  work  have,  with  few  exceptions, 
been  as  eificiently  prosecuted  during  the  past  season  as  existing  circum- 
stances would  admit.  It  will  be  recollected  that  the  heaviest  and  most 
impoitant  jobs  on  this  road  occur  in  situations  attended  with  more  than 
ordinary  difficulties  in  the  prosecution  of  the  work;  and,  at  two  points 
at  least,  are  subject  to  periodical  inundation.  The  extreme  and  continu- 
ous high  waters  in  the  spring  and  early  part  of  summer  arrested  the 
progress  of  the  work  on  the  Purgatory  and  Little  Wabash  divisions:  and 
the  severe  sickness  at  these  points,  as  well  as  on  the  American  Bottom 
division,  which  shortly  afterwards  prevailed,  tended  much  to  delay  and, 
almost  to  prostrate  the  operations  of  the  contractors.  After  the  sick- 
ness had  subsided  in  the  fall,  the  contractors  at  the  two  former  points, 
and  mostly  on  the  whole  line,  excepting  on  the  American  Bottom,  made 
a  vigorous  resumption  of  the  work,  and  have,  for  the  most  part,  urged 
forward  their  respective  jobs  with  a  reasonable  degree  of  energj. 

Tlie  tabular  statements  herewith  submitted  exhibit,  in  detail,  the  situ- 
ation and  progress  of  each  respective  contract  on  the  whole  line,  and  to 
which  I  respectfully  refer  for  further  information  in  relation  to  this 
work. 

The  expciment  so  far  made  in  prosecuting  the  work  at  the  Purgato- 
ry, l^ittle  Wabash,  and  American  Bottom  divisions  of  this  road,  is  suffi- 
cient to  show  that  the  specific  appropriations  to  be  expended  on  these 
points  are  not  sufficient  to  complete  the  work  in  the  best  and  most  sub- 
stantial manner.  The  accumulated  travel  and  transportation  on  the 
American  Bottom  division,  which  is  now  immense,  and  which  must  rap- 
idly increase  with  the  grovs^th  of  the  city  of  St.  Louis,  give  intimations, 
which  cannot  be  misunderstood,  that  the  best  interests  of  the  State,  as 
well  as  of  the  community  immediately  interested  in  the  work,  would  be 
best  consulted  by  making  this  portion  of  the  mail  route  a  road  of  the 
most  perfect  character.  The  same  remark  is  strictly  applicable  to  that 
portion  of  the  line  between  Lawrenceville  and  Yincennes,  commonly 
Galled  the  Purgatory  division.    It  is  therefore  to  be  hoped  that  the  Legis- 


102 

Jature  may  be  induced  to  afford  the  means  ofmaking  the  three  important 
points  above  named  as  perfect  as  the  iajportance  of  the  road  demands. 
A  considerable  portion  of  the  Purgatory  division  of  the  road  is  subject 
to  inundation,  from  the  circumstance  of  the  Great  Wabash  river  over- 
flowing its  right  bank,  some  distance  above  the  road,  at  a  point  called 
BellegraVe,  and  discharging  a  considerable  portion  of  its  volume  of  water 
over  the  extended  low  prairie,  wl.ich  has  received  the  appellation  of 
"Purgatory  swamp."  For  a  considerable  time  during  the  freshets  of  the 
Wabash  river,  this  low  prairie  is  inundated  for  many  miles  in  extent,  and 
the  embankments  are  consequently  much  exposed,  for  weeks  together, 
to  the  wash  and  waves  of  this  wide  expanse  of  water.  In  order  to  make 
a  road  of  any  permanency,  the  embankments  must  be  protected  fiom 
this  annual  cause  of  injury  and  destruction;  which  will  very  materially 
increase  the  cost  of  the  work.  In  my  opinion,  the  best  mode  of  protect- 
ing this  work  would  be  to  construct  an  embajikment  or  levee  at  lielle- 
grave,  and  exclude  the  river  from  the  prairie.  It  is  entirely  practicable 
to  effect  this  valuable  improvement  at  sm.ill  comparative  cost.  A  large 
tract  of  valuable  and  feriile  arable  land  would  be  reclaimed  by  it,  and 
the  health  of  the  country  greatly  improved.  As  much  of  this  land  now 
lies  unoccupied  and  in  the  hands  of  the  General  Government,  and  per- 
haps will  so  remain  until  this  improvement  is  made,  it  is  fair  to  presume 
that  proper  representations,  made  to  the  authorities  at  Washington,  of 
the  situation  of  these  lands,  would  induce  a  grant  of  at  least  a  portion  of 
them  to  the  State,  to  promote  this  very  desirable  object. 

Kaskaskia   River  Improvesient. 

For  information  respecting  the  situation  and  progress  of  this  highly 
important  improvement,  1  beg  leave  to  refer  the  Board  (o  the  full  and 
detailed  report  of  Col.  Greenup,  the  principal  assistant  engineer  on  the 
work,  who  has  been  specially  charged  with  the  Operations  on  this  im- 
provement, under  the  immediate  instructions  of  the  acting  Commissioner. 

Little  Wabash  River  Improvement. 

My  special  report  in  relation  to  this  improvement,  made  to  the  acting 
Commissioner  in  charge,  in  the  month  of  November,  is  respectfully  re- 
ferred to,  as  containing  all  the  information  in  regard  to  it,  wliich  was  in 
my  possession,  up  to  that  time.  Subsequent  to  the  date  of  that  report, 
and  up  to  the  present  time,  the  superintendent  on  the  river  charged 
with  the  removal  of  the  timber  obstructions,  has  been  successfully  ope- 
rating with  a  party  of  energetic  workmen;  and  if  the  river  should  keep 
down  at  its  present  stage  for  a  month  longer,  and  the  operations  are  not 
too  much  retarded  by  the  inclemency  of  the  weather,  as  much  cutting 
and  clearing  will  have  been  done  as  it  might  be  prudent  to  do  in  any  one 
j^eason  of  low  water. 

The  superintendent  has  necessarily  been  made  the  disbursing  ofiicer 
on  the  work,  and  he  is  now  prese-^t  at  Vandalia  for  the  purpose  of  exhib- 
iting his  accounts  for  disbursements,  and  having  them  passed  by  the 
acting  Commissionei ;  I,  therefore,  rcf^pcctfully  refer  the  Board  to  the 
report  of  the  acting  Commissioner  for  all  information  in  regard  to  the 
expenditures  on  this  work. 


103 

Having  thus,  in  as  concise  a  manner  as  possible,  attempted  a  descrip- 
tion of  the  practicability,  probable  cost,  and  present  {)ro^i-ess  of  the  pub- 
lic works  in  the  soullLern  engineering  district,  so  far  as  1  have  data  in  my 
possession,!  will  beg  leave  to  submit  a  (aw  remarks  in  refereiice  to  their 
general  utility  and  probable  prospects  of  producing  a  revenue  to  tho 
State. 

The  Southern  Cross  railroad,  from  Alton  to  Mount  Carmel  and  Shav\'- 
neetown,  traverses  a  country  which  presents  a  peculiar  adaptation  to 
agricultural  pursuits,  and  is  certainly  calculated  to  sustain  a  very  dense 
population.  Deprived,  however,  as  it  is  by  nature,  of  those  natural  chan- 
nels of  communication  with  which  the  exterior  and  some  portions  of 
the  interior  of  the  State  are  so  bountifully  provided,  its  settlement  has 
been  retarded,  and  the  advantages  of  its  soil,  its  climate,  and  its  valua- 
ble distribution  of  timber  and  prairie,  have  been,  heretofore,  measurably 
overlooked.  But  since  these  lines  of  communication  with  the  navigable 
borders  of  the  State  have  been  projected,  the  country  has  risen  in  public 
estimation,  and  immense  entries  of  the  public  lands,  by  emigrants  and 
actual  settlers,  are  i^pidly  bfing  made.  'I'o  show  that  these  results  are 
directly  attributable  to  the  prospect  of  these  lands  having  an  outlet  to 
market,  I  will  mention  one  fact  tending  to  prove  tliis  position.  It  is 
this — that  the  settlement  of  the  southern  portion  of  the  State,  and  par- 
ticularly the  entry  of  the  public  lands,  are  made,  to  the  greatest  extent, 
along  our  navigable  rivers.  There  is  not  at  this  time,  as  lam  inform- 
ed, a  single  fraction  of  land  lying  vacan;,  from  the  falls  of  the  Great  Wa- 
bash, to  the  mouth  of  the  Oliio  river,  which  touches  those  streams;  and 
it  is  well  known  that  a  considerabh'  portion  of  the  lands  along  this  exten- 
sive river  font  is  subject  to  occasional  inundations  and  other  obvious 
disadvantages.  If,  then,  the  advantage  of  having  a  communication  to 
market  is  of  so  much  impoi'tance  to  these  lands,  what  may  we  not  anti- 
cipate from  those  artificial  lines  of  communication  which  afford  an  out- 
let for  the  produce  of  those  beautiful  and  healthy  prairies,  sochcibiy 
interspersed  with  groves  of  timber,  and  which  hold  out  eveiy  inducement 
for  th(ur  settlement  by  the  industrious  ;ind  intelligent  agriculturist?  From 
my  own  observations  during  the  last  two  years,  I  have  the  fj;ratification 
to  believe  that  the  settlements  along  and  contiguous  to  the  lines  of  these 
railroads  will  be  exceedingly  compact  in  a  very  short  period,  and  that 
an  immense  amount  of  the  heavy  staples  of  the  country — -as  2;rain,pork, 
and  tobacco,  which  will  not  now  bear  transportation,  on  common  roads, 
to  market — will  seek  that  market  through  tliese  channels  as  fast  as  thej 
can  be  constructed.  In  addition  to  these  sources  of  revenue,  the  indis- 
pensable articles  of  consumption  will  be  transported  over  these  roads, 
fram  their  emporiums  on  the  Ohio,  the  Mississippi,  and  the  Wabash,  to 
supply  the  whole  interior.  Anottiei-  source  of  immense  revenue  to  the 
State,  and  of  incah^ulable  benefit  to  the  citizens  throughout  the  interior, 
is  to  be  anticipated  from  the  transportation  of  the  salt  manufactured 
near,  and  which  must  pass  over  the  Siiawneetown  and  Alton  railroad. 
This  source  of  business  for  this  road  alone,  and  disconnected  wilh  the 
immense  amount  of  agricultural  products  and  of  travel  which  must  pass 
over  it,  indicates,  beyond  a  doubt,  that  this  is  one  of  the  most  important 
branches  of  the  public  works,  both  in  point  of  productiveness  and  gen- 
eral utility. 


104 

The  Southern  Cross  railroad  to  Mount  Carmel  having,  in  common 
with  the  Shawneetown  road,  the  cities  of  Alton  and  St.  Louis  as  one  of 
its  termini,  and  the  immense  water-power  at  its  junction  with  the  Wa- 
bash river,  cannot  fail  to  command  its  due  share  oY  transportation  of  pro- 
duce and  merchandize.  In  addition  to  this,  it  forms  a  part  of  a  projected 
chain  of  intercommunication  from  the  Mississippi  river,  via  Louisville, 
Kentucky,  to  Charleston,  South  Carolina.  If  the  amount  of  travel  and 
transportation  at  this  time,  (to  say  nothing  of  its  prospective  increase,) 
which  passes  hetween  the  cities  of  Louisville  and  St.  Louis,  and  via  St. 
Louis  to  the  upper  cities  and  towns  on  the  Mississippi,  Missouri,  and  Illi- 
nois, by  steamboats  and  otherwise,  and  wkich  this  overland  communica- 
tion must  come  into  fair  competition  for,  at  all  seasons  of  the  year,  and 
engross  the  whole  of  it  during  low  water  and  ice,  be  taken  as  a  basis  of 
calculation,  no  one  will  pretend  to  doubt  that  this  road  will  be  largely 
productive  of  revenue.  The  connecting  link  in  Indiana,  115  miles  in 
length,  which  the  Mount  Carmel  and  New  Albany  Railroad  Company 
has  a  liberal  charter  to  construct  in  connection  witii  the  State  of  Indi- 
ana, has,  at  the  last  session  of  Congress,  received  the  most  favorable  con- 
sideration of  that  body,  and  no  doubts  can  be  entertained  of  its  simulta- 
neous construction  w  ith  the  road  in  Illinois.  At  a  point  seventeen  miles 
east  of  Mount  Carmel,  this  railroad  will  intersect  the  great  Central  ca- 
nal of  Indiana,  which  extends  from  Evansville  to  the  Maumee  bay,  on 
lake  Erie.  This  line  of  communication  to  the  lakes  and  New  York  is 
looked  to  with  increasing  interest  by  the  citizens  of  Loui.-^ville,  and  will 
no  doubt  be  duly  appreciated  by  the  citizens  of  southern  Illinois. 

The  Alton,  Hillsborough  and  Shelbyvillc  railroad  also  terminating, 
at  one  end  on  the  Mississippi  river,  at  the  city  of  Alton,  and  at  the  other 
at  Terre  Haute,  Indiana,  and  traversing  a  country  which  is  not  surpassed 
in  the  whole  State  for  the  fertility  of  its  soil  and  salubrity  of  climate, 
must  be  regarded  as  an  improvement  of  great  productiveness.  At  Tcrre 
Haute,  it  connects  with  the  great  canal  system  of  Indiana,  extending 
directly  from  that  town  to  lake  Erie,  by  the  Wabash  and  Erie  canal, 
and  by  the  Cross-cut  ca.ial  from  Terre  Haute  to  the  great  Central  canal 
of  Indiana.  After  reaching  the  Central  canal,  a  direct  communication 
is  had  with  Louisville,  by  the  Mount  Carmel  and  New  Albany  railroad, 
with  Evansville,  on  the  Ohio  river,  and  with  lake  Eric,  by  the  Central 
canal.  With  these  facilities  of  finding  a  variety  of  markets  after  reach- 
ing Tcrre  Haute,  the  produce  of  Illinois  cannot  fail  to  be  thrown  upon 
this  important  road;  and  the  introduction  of  merchandize  from  Louisvill® 
and  the  lakes,  by  the  same  route,  will  form  another  important  item  of 
transportation  to  swell  the  revenue  of  this  work. 

It  is  also  worthy  of  remark    that  all  of  these  roads  in  the  southern  dis- 
trict, as  well  as  the  other  roads  in  the  system,  intersect  the  great  Central , 
railroad  leading   to  the  mouth  of  the  Ohio.     It  occurs  to  me   that  a  little 
rcflectii  n  will  show  that,  in  consequence  of  tl.is  direct  and  uninterrupted 
line  of  communication  with  the   mouth  of  the  Ohio,  and  thence  with  the' 
southern  market,  the  revenue  to  be  derived  fron  all  the  roads  in  the   State   ' 
must  be  greatly    augmented;  for  as  the  produce    from   every   quarter 
of  Illinois   can,  by  these  means  of  inland  communication,  be  sent  to  the 
southern  market,  when  the  exports  of  Indiana,  Ohio,  Kentucky,   and 
Missouri  arc  locked  up  with  the  frosts  of  winter  or  the  droughts  of  sum- 


105 

mor,  (and  consequently  at  a  tinie  when  there  is  the  least  competition  in 
market,)  a  large  portion  of  our  exports,  which  would  otherwise  float 
upon  our  rivers,  will  be  thrown  upon  the  line  of  the  public  works. 
Hence  it  wiW  almosi  universally  happen  that  the  interests  of  the  citizens 
will  be  best  promoted  by  promoting  the  interests  of  the  State,  in  giving 
their  business  of  transportation  to  her  public  works.  This  reciprocity 
of  interests  between  the  State  and  hcrcilizcns,  whilst  it  tends  to  augment 
the  business  on  the  woiks,  will  enable  the  State  to  keep  the  tolls  within 
reasonable  and  popular  limits,  as  they  will  always  bear  reduction  in 
proportion  to  the  amount  of  business  the  roads  perform.  Regarding  our 
system  of  railroads  in  this  point  of  view,  and  considering  them  as  forming 
great  and  important  mail  routts,  and  inducing,  by  their  greater  expedi- 
tion and  safety,  an  incalculable  amount  of  travel  as  well  as  transporta- 
tion, I  cannot  but  believe  that  they  will,  in  point  of  fiscal  importance, 
disappoint  their  most  sanguine  friends. 

All  are  free  to  admit  the  great  importance  of  improving  the  channels 
of  our  rivers,  and  1  have  ever  regretted  that  there  were  not  more  of  these 
important  lines  of  communication  embraced  in  our  system  of  internal 
improvements.  The  (heapness  with  which  the  products  of  the  interior 
can  be  transported  to  market  on  these  nntural  channels  of  commerce, 
form  a  great  saving  to  the  producers  who  live  contiguous  to  them.  All 
the  rivers  and  their  tributaries  which  penetrate  the  interior  of  the  south- 
ern spction  of  the  State  abound  with  timber,  of  the  finest  quality,  for  the 
construction  of  boats  suitable  for  ihe  descending  trade.  These  boats 
aie  usually  built  by  the  farmer  with  the  force  employed  on  his  farm, 
and  being  loaded  and  ready  for  thf  voyage,  are  sent  oft" by  the  first  rise 
of  waters  in  the  spring,  that  he  may  return  in  time  to  put  in  his  crop. 
In  every  point  of  view,  casualties  and  delays  are  vastly  detrimental;  and 
having  necessarily  to  submit  to  the  disadvantage  of  going  to  a  glutted 
market,  it  seems  but  an  ad  of  justice  for  the  State  to  remove,  as  far  as 
practicalile,  all  obstacles  to  the  safety  and  expedition  of  the  voyage. 

There  are  many  of  the  rivers,  which  the  public  good  requires  should 
be  improved,  from  which  no  revenue  can  ever  be  expected.  But  the  sys- 
tem of  river  improvements  should,  in  a  fiscal  point  of  view,  be  regarded 
collectively.  If  the  rivers  in  the  southern  section  of  the  State  should  be 
taken  together,  the  profits  of  the  water-power,  on  a  few  of  them,  would 
be  amply  sufticient  to  remove  the  obstructions  in  all  the  residue.  Thus, 
the  water-power  ;it  the  rapids  of  the  Great  Wabash  river,  which  is  equiv- 
alent to  at  least  30U  run  of  4^  feet  buhrs,  would,  at  the  rates  at  which 
these  privileges  nre  rented  in  Indiana,  produce  an  annual  income  to  the 
States,  of  ,§4o,0;)(),  in  addition  to  the  tolls  received  for  the  transit  of  the 
immense  (rade  of  that  river.  In  addition  to  this  river,  the  improvements 
on  the  Little  Wabash  will  afford  a  large  and  profitable  amount  of  water- 
power,  and  the  Kaskaskia  and  Big  Muddy  rivers  would  assist  in  swelling 
this  source  of  revenue.  Besides  the  direct  revenue  to  be  derived  from 
the  water  rents  and  tolls  themselves,  these  works  would  indirectly  tend 
to  augment  the  l)usiness  of  the  railways  leading  to  and  from  the  points 
where  thr;se  water-powers  are  created. 

This  ha^^ty  glance  at  the  river  improvements  is  sufficient  to  show  that, 
taking  all  the  rivers    together   in  the   southern  district  of  the  State,  the 


106 

whole  could  be  impr'^vcd,  and  collectively  made  to  produce  a  handsome 
prolit  to  the  Stale.  So,  1  presame  it  will  be  (ound  in  other  sections  of 
the  State — as  the  Ruck  river,  the  Kanhakee,  the  Vermilions,  the  Fox 
liver,  and  various  others,  would,  iC  properly  improved,  produce  »  surplus 
of  revenue  that  would  be  sufficient  to  improve  all  the  rivers  in  their  res- 
pective districts  of  country,  irom  which  no  profits  in  rents  or  tolls  could 
be  derived. 

As  it  is  the  peculiar  province  of  an  engineer  to  confine  himself  lo  the 
practicability  of  public  works,  and  leave  their  expediency  to  others,  I 
will  digrfss  no  further. 

On  retiring  from  my  connection  with  the  public  works,  permit  me  to 
tender  through  you,  to  the  Board,  my  sincere  acknowicdgmenis  for  their 
confidence  and  kind  indulgence  extended  to  me  during  the  time  I  have 
had  the  honor  to  be  in  their  employment,  and  allow  me,  on  this  o -ca- 
sion,  to  express  my  best  wishes  for  the  ultimate  success  of  our  system 
of  internal  improvements — a  s\stem  of  State  policy  which,  I  have  ever 
firmly  bchved,  is  calculated,  with  judicious  management,  to  place  Illin- 
ois, in  a  very  few  years,  on  a.  fooling  with  the  most  favo;-td  State  of  ibis 
Union,  in  point  of  population,  intelligence,  enterprise,  and  substantial 
wealth. 

With  sentiments  of  high  respect,  I  have  the  honor  to  be,  sir. 
Your  most  obedient  servant, 

EDWAIil)  SMITH, 
Principal  Engineer  of  the  Southern  Engineering  District. 


Internal  Improvement  Office, 

Belleville,  October  '22,  1  838. 

Dear  Sir:  I  have  the  honor  to  lay  before  you  the  report  of  Mr.  Fred- 
erick Ilavvn,  senior  assistant  engineer  on  the  Alton  and  Shell)yville  rail- 
road, in  relation  to  the  preliminary  examinations  and  definite  locations 
of  the  western  division  of  that  line  of  work. 

As  stated  to  you  in  a  former  communication,  I  concur  with  him  in 
opinion,  that  the  nortliern,  or  prairie  route,  for  this  road,  is  the  most  ju- 
dicious for  the  interest  of  the  Stale,  and  for  the  efieciive  usefulnes  of  the 
work  when  in  operation;  and  have  no  hesitation  in  again  recommend- 
ing its  adoption. 

I  lake  great  pleasure  in  stating  that  I  believe  Mr.  Hawn's  report  fully 
entitled  to  your  confidence;  and  that  his  exertions  to  discharge  the  rc- 
sponsibe  duties  assigned  to  him,  entitle  him  to  the  thanks  of  the  whole 
community,  and  especially  of  the  officers  under  whose  directions  his  ser- 
vices were  rendered. 

Very  respectfully. 

Your  most  obedient  servant 

EDWARD  SMITH, 

Principal  Engineer. 
Hon.  William  Ktnney, 

President  of  tlie  Board  of  Public  Works  of  the  State  of  Illinois, 
and  Acting  Commissioner  of  Second  Judicial  Circuit. 


107 

Report  of  Mr.  Frederick  Hawn,  Senior  Assistant  Evgincer. 

Internal  Improvement  Office, 

Belleville,  Oclobcr  20,  1838. 

To  EnwAKD  Smith,  Esq. 

Principal  Engineer  of  the  Southern  Engineering  District. 

Sir:  (Conformably  to  the  instructions  of  Col.  McConncl,  Commissioner 
of  the  Bourd  of  Public  Works  of  the  State  of  Illinois  for  the  first  judiiial 
circuit,  I  proceedeii  with  my  corps  of  engineers  to  th(;  city  of  Alton,  to 
take  charge  of  a  survey  of  the  Alton  and  Shelbyville  railrond.  I  arrived 
at  my  place  of  destination  about  the  l5th  day  of  April,  and  reported  my- 
self to  Gov.  Kinney,  President  of  the  Board  of  Public  Works  and 
acting  Commissioner  for  the  second  judicial  circuit,  to  whose  charge  a 
part  of  this  work  is  confided.  This  work  being  at  that  time  under  the 
direction  of  the  chief  engineer  of  the  western  district,  he  gave  me  no 
specific  instructions  in  regard  to  the  mode  of  operation,  except  the  estab- 
lished precedents  of  the  district,  and  the  law  established  to  maintain  a 
system  of  internal  improvements.  On  the  8th  day  of  June  I  received 
notice  from  the  Secretary  of  the  Bo^^rd  of  Public  Works,  that  this  work 
was  transferred  to  the  southern  district,  and  that  I  should  report  to  the 
chief  engineer  thereof;  and  in  pursuance  with  the  above  notice,  I  now 
offer  the  following  detailed  report. 

By  reference  to  a  map  of  the  country  included  in  the  general  route 
from  Upper  Alton  to  Hillsboro,  two  definite  routes  present  themselves, 
to  wit:  one  on  a  direct  line,  crossing  the  east  and  west  branches  of 
Wood  river,  which  may  properly  be  termed  the  southern  route,  and  one 
heading  those  streams  and  their  tributaries — (except  Coal  bran*  h) — the 
northern  route.  They  encounter  much  broken  grotind  for  several  miles 
in  the  advance  Upper  Alton,  particularly  that  portion  of  country  in  the 
immediate  vicinity  of  Coal  branch.  This  stream  rises  about  three  miles 
west  of  Upper  Alton,  and  flows  in  a  southeastern  direction,  and  forms  a 
confluence  with  the  west  branch  of  Wood  river,  one  mile  north  ot  Upper 
Alton.  It  ha=  many  tributary  branches,  which  have  indented  the  sur- 
face into  numerous  and  formidable  ravines,  extending  in  various  direc- 
tions. Many  of  these  have  their  sources  within  a  few  hundred  feet  of 
each  other,  running  in  neaily  opposite  and  sinuous  directions,  so  much 
so  that  it  is  impossible  to  approach  the  main  branch  without  encounter- 
ing some  of  those  obstacles. 

From  these  facts,  I  deemed  it  impossible  to  come  to  any  accurate  con- 
clusions in  reference  to  the  most  feasible  j)art  of  the  country  in  t!ie  vici- 
nity of  this  branch  by  reconnoissance;  inasmuch  as  the  feasil)ility  of  a 
line  would  frequently  be  affected  by  running  a  few  hundred  feet  to  the 
right  or  left.  In  order  to  facilitate  operations,  by  superseding  the  ne- 
cessity of  projecting  many  random  lines,  and  gain  a  thorough  knowledge 
of  the  situation  of  the  obstacles  to  be  encountered,  1  thought  it  expedi- 
ent first  to  make  a  topographical  survey  and  map  of  the  country  border- 
ing upon  this  stream  to  the  west  branch  of  Wood  river,  including  the 
probable  crossin<T  of  that  stream.  This  work  having  been  sufficiently 
extended,  I  commenced  an  examination  of  the 


108" 
Southern  Route,  beginning  at  Upper  Alton. 

The  most  populous  part  of  the  town  is  situated  on  a  ridge  commencing 
in  the  biutfs  of  the  Mississippi  and  extending  about  one  and  one-fourth 
v)f  a  mile  in  anorthern  direction^  thence  curving  gradually  towards  the 
west  for  nne  mile  and  a  half,  where  it  unites  again  with  the  bluffs  of  the 
Mississippi  and  the  table  land*.  In  its  northern  course  it  is  skirted  by 
the  ravine  of  Shield**'  branch  on  the  west,  and  the  valley  of  Wood  river 
on  the  east  and  southeast;  in  its  western  course,  by  the  tributaries  of 
Shields'  branch,  Piasa,  and  the  Mississippi  on  the  south,  and  by  Coal 
branch  and  its  auxiliaries  on  the  north.  This  lidge  is  elevated  from  1 16 
to  181  feet  aoove  the  Alton  and  Mount  Carmel  railroad,  immediately  east 
of  Shields'  branch,  and  from  lOO  to  1(J8  feet  above  the  bottom  of  the 
valley  of  the  west  branch  of  Wood  river. 

The  portions  of  country  having  different  localities  are  described  by 
different  base  and  diverging  lines.  The  examinations  made  between 
Upper  Alton  and  Wood  river  are  represented  by  four  lines,  viz:  base 
line  No.  1.  and  diverging  lines,  Nos.  1,  2,  and  3. 

Base  Line  No.  1. — This  line  commences  neaily  opposite  Mr.  Dcbow's 
dwelling,  at  station  70,  on  a  line  run  by  the  chief  engineer  of  the  west- 
ern district,  in  a  survey  made  by  him  in  August  of  last  season.  From 
this  point  the  line  was  extended  in  a  direction  to  and  entering  Main 
street  on  the  old  public  square;  thence  passing  through  the  most  popu- 
lous part  of  this  street,  it  enters  valley  (A);  thence  running  down  this 
valley  to  its  confluence  with  Wood  river — making  a  distance  of  nearly 
three  miles.  The  first  obstacle  I  encountered,  worthy  of  note,  is  the  un- 
dulating surface  of  the  street,  which  would  require  alternate  cutting  nnd 
filling,  the  slopes  of  which  would  extend,  in  many  instances,  fai-  be}ond 
the  limits  of  the  street.  In  entering  the  valley,  a  cut  of '28  leet  would 
occur,  which  would  extend  back  to  near  Seminary  street.  The  valley 
through  which  the  remainder  of  the  line  passes  is  badly  situated  for  the 
economical  construction  of  the  proposed  work.  Its  direction  is  nearly 
at  right  angles  with  Main  street,  and  the  curvmg  to  overcome  the  conse- 
quent angles  would  be  confined  to  a  short  distance,  making  the  radius 
of  curvature  about  750  feet;  which  is  the  more  objectionable,  in  conse- 
quence of  its  occurring  on  a  plane  having  an  inclination  of  71  feet  per 
mile,  which  is  necessary  to  overcome  the  depression  of  the  valley  of  the 
liver.  Being  aware  that  the  graduation  of  this  line  would  wholly  deslroy 
the  usefulness  of  Main  street  for  ordinary  purposes,  and  the  miiny 
other  objectionable  features  connected  with  it,  induced  me  to  consider 
this    line  wholly  inexpedient. 

Line  ^"0.  1. — This  line  commences  at  the  same  point  with  the  base 
line,  where  I  made  an  offset  of  fifty  feet  to  the  right,  and  thence  project- 
ed it  in  a  due  course  to  the  west  branch  of  Wood  river,  touching  that 
stream  at  a  point  about  5U0  feet  above  the  Wood^burn  and  Hillsboro 
roads.  This  line  passes  over  the  southeastern  extremity  of  the  town  plat 
of  Upper  x'^lton-,  crosses  the  Hillsboro  road  near  the  blufi'of  Wood  river; 
and  crosses  the  base  line  at  station  l50,  in  valley  (A.)  The  examina- 
tions made  hy  this  line  were  not  very  satisfactory,  it  being  imprnctica- 
ble  to  reduce  it  to  a  grade  less  than  70  feet  per  mile,  and  even  this  gradu- 


109 

ation  would  be  attended  with  an  unwarrantable  expense;  which  induced 
me  to  run — 

Line  jVo.  2. — This  line  commences  on  the  bank  of  the  west  branch  of 
Wo  3d  river,  350  feet  west  of  the  termination  of  line  No.  1;  crosses  the 
point  of  a  ridj;;e  formed  by  the  valley  of  the  west  branch  of  Wood  river, 
and  valley  (A;)  thence  crossing  this  valley  by  ascending  the  bluff  through 
a  small  ravine  or  depression;  thence  crossing  line  No.  1  at  station  56; 
thence  continuing  the  tangent  to  about  1000  feet  southwest  of  the  Milton 
road,  where  I  commenced  a  cycloid  on  a  radius  of  1400  feet,  and  contin- 
ued it  1500  feet,  terminating  on  a  ridge  formed  by  the  ravines  descend- 
ing into  the  valleys  of  Wood  river  and  the  Mississippi;  thence  a  tangent 
intersecting  at  station  4  of  the  base  line.  The  length  of  this  line  is  one 
mile  and  thrce-foarths,  and  isdecidedl}  pretcrable  to  line  No.  1,  in  con- 
sequence of  the  advantage's  furnished  by  a  small  ravine  in  the  bluffs  of 
the  river,  which  would  reduce  the  cutting  materially;  and  as  this  line 
avoids  coming  in  contact  with  the  summit  ridge  so  soon  by  its  running 
further  south;  and  as  it  crosses  some  extensive  ravines,  which  also 
would  aid  in  reducing  the  excavation  necessary  to  bring  the  line  to  the 
most  eligible  grade. 

Not  being  wholly  satisfied  with  the  examinations  already  made,  I  there- 
fore proceeded  to  the  examination  of  another  route,  the  result  of  which 
was  ascertained  by 

Line  No,  3. — 1  commenced  this  line  at  station  l8  of  line  No.  2,  and 
projected  it  in  a  due  course  to  the  public  square  in  Upper  AltoR,  and 
insersected  the  base  line  near  the  post  office.  The  length  ot  this  line  is  one 
mile,  and  would  require  a  grade  of  73  feet  per  mile,  with  expensive  grad- 
ing, of  which  the  cuts  would  predominate,  and  Ihe  greatest  portion  of 
which  would  occur  in  gaining  the  summitjin  Upper  Alton.  These  obstacles, 
together  with  the  abrupt  curvature  necessary  to  overcome  the  consectary 
angle — the  buildings  which  must  consequently  be  removed,  to  the  se- 
rious disadvantage  of  the  owners,  without  affording  them  any  adequate 
benefits — and  the  reason  (equally  applicable  to  all  the  foregoing  lines) 
that  they  pass  through  the  town  with  a  steep  grade,  either  from  3  to  15 
feet  below,  oi  5  to  58  feet  above  the  surface  of  the  streets,  render  this 
line  very  objectionable. 

Recapitulation. — Having  thus  carefully  made  an  instrumental  exam- 
ination of  all  the  ostensible  routes  between  Upper  Alton  and  the  west 
branch  of  Wood  river,  and  given  a  detailed  description  of  ail  the  lines 
projected  during  the  examinations,  you  will  be  enabled  at  once,  with  the 
aid  of  the  profiles  and  topographical  map,  to  discover  that  line  No.  2 
is  the  most  eligible.  To  the  facts  already  adduced,  1  will  add  some  by 
way  of  illustration.  The  valley  of  Wood  river  is  situated  about  lOO  feet 
below  the  most  populous  part  of  Upper  Alton;  and  to  overcome  this 
depressioh  with  a  grade  of  40  feet  per  mile,  would  require  a  distance  of 
two  and  a  half  miles.  By  referring  to  the  map  and  profiles,  you  will 
perceive  that  the  distance  on  all  the  lines,  including  the  descent  into  the 
valley,  fall  short  by  more  than  one  half;  and  to  remedy  this  defect,  it  will 
then  be  necessary  to  make  a  deep  excavation  at  the  commencement,  and 
high  embankment  at  the  termination  of  the  slope  of  the  side  of  the  valley. 
The  line  which  has    the  greatest  facilities  for  this  is  the   most  feasible. 


110 

These  advantages  are  gained  in  part  by  adopting  line  No.  2;  inasmuch 
as  the  elcvalion  of  the  summit  ridge  is  considerably  less,  and  is  compa- 
ratively narrowed  by  the  proximity  of  the  ravines  of  the  valley  of  the 
Mississippi  to  those  of  the  valley  of  Wood  river.  But  it  would  not  be 
advisfible  to  adopt  a  grade  less  than  D'J,  feet  per  mile,  and  it  would  be 
wholly  impracticai)le  to  reduce  the  line  to  a  grade  of  40  feet  per  mile. 
With  these  remarks  I  leave  this  part  of  the  subject,  by  stating  that  line 
No.  2  was  adopted  for  an  estimate  of  this  portion  of  the  route. 

After  concluding  these  examinations,  1  next  turned  my  attention  to 
that  portion  of  country  immediately  east  of  the  west  branch  of  Wood 
river.  From  a  reconnoissance,  I  ascertained  that  there  was  no  probability 
of  finding  any  thing  like  a  feasible  route  on  a  direct  line  to  IJillsboro 
in  consequence  of  the  numerous  ravines  and  ridges  of  the  east  and  west 
branches  of  Wood  river  and  their  auxiliiies;  all  of  which  form  obstacles 
too  formidable  to  be  overcome  with  a  reasonable  expenditure,  ii  not 
wholly  impracticable. 

In  proceeding  with  the  instrumental  examinations,  the  first  material 
obstricb'S  presented  are  the  bluffs  on  the  east  side  ol  the  wi  st  branch  of 
Wood  river.  1  examined  five  routes  to  the  table  lands — three  on  the 
north  and  two  on  the  south  of  the  Carlinville  road,  to  wit: 

Base  I.ine  No.  '2. — This  line  commences  at  the  termination  of  base 
line  No.  1,  and  runs  in  the  direction  of  the  Carlinville  road  across  the 
river  bottom  lo  the  bluff;  thence  up  ravine  (B.)  situated  between  the  (Jar- 
linville  and  Ilillsboro  roads;  thence  on  the  dividing  lidge  between  the 
east  and  west  branches  of  Wood  river,  in  the  vicinity  of  the  Carlinville 
road,  passing  Mr.  Gray's  plantation,  hidigo  prairie,  and  teimiufiting  in 
the  edge  oflSmooth  prairie,  a  distance  ol  5.03  miles.  The  first  object  to 
be  considered  on  this  line  is  the  crossing  of  the  west  branch  of  Wood 
river.  The  width  of  stream  varies  from  6!)  to  75  feet  Irom  bank  to  bank, 
and  I  have  taken  great  care  to  ascertain  the  quantity  of  water  dis- 
charged through  its  channel,  and  am  under  great  obligations  to  Mr. 
David  Miller  (who  has  been  familiar  with  its  different  stages  for  a  num- 
ber of  years)  for  much  valuable  information.  1  have  estimated  the  re- 
quisite span  lor  a  bridge  at  lOO  feet  wliich  will  be  ample  to  discharge 
the  water  in  its  highest  stages.  The  foundation  for  the  abutments  will 
be  precarious,  ^superficial  appearances  indicate  a  diluvial  sand.  1  had 
no  instruments  suitable  for  making  examinations  veiy  far  below  the  sur- 
face; 'i)ut,  judging  from  the  geological  formation  of  the  vicinity,  little  else 
can  be  expected  than  is  indicated  by  the  surface.  The  bed  of  the  stream 
is  twenty-iwo  and  a  half  feet  below  the  grade  line,  requiring  abutments 
of  nearly  that  height,  exclusive  of  the  depth  necessary  to  excavate  for  a 
foundation.  Abutments  of  this  height  and  space  will  require  a  thick- 
ness of  10.5  feet  at  thj  bottom,  and,3.75  at  the  top,  with  requisite  offsets 
and  slope.  Stone  of  an  exquisite  quality  may  be  obtained  within  i2.75 
miles.  In  the  estimate  of  cost  of  the  superstructure  of  this  biidge,  I 
adopted  Col.  Long's  latest  improved  plan.  An  abundance  of  good  tim- 
ber IS  growing  in  the  immediate  vicmity;  and  sawed  timber,  of  such  qual- 
ity as  the  country  affords,  (of  which  i  conceive  black  walnut  to  be  the 
most  preferable.)  can  be  obtained  at  the  city  of  Alton — a  distance  of  lour 
miles.  In  crossing  the  river  bottom,  nothing  extraordinary  occurs.  It 
is  1500  feet  in  width,  and    lies  wholly  on    the  east   side  of  the  stream; 


Ill 

but  n.  small  portion  of  it  is  ever  inundated,  and  it  is  heavily  timbered 
with  vviiite  oak,  sycamore,  elm,  black  walnut,  &c.  Upon  leavmg  the 
r^ver  bottom,  ravine  (B)  presents  itself.  This  ravine  is  I,3(i0  leet  in 
length,  and  rises  forty-eight  feet,  which  will  consequently  require  a  cut 
of  nineteen  feet  at  the  head,  and  a  corresponding  fill  at  tlie  termination, 
to  reduce  the  line  toagradeof55  feet  per  mile,  which  is  the  most  eli- 
giide.  The  excavation  will  not  be  very  lengthy,  in  consequence  of  a 
favorable  feature  in  the  surface,  in  the  advance i  but  ihe  embankment 
will  extend  across  the  river  l>ottom,  and  most  of  the  material  for  forming 
it  must  necessarily  be  brought  from  the  excavation  and  the  blutFs,  vvhii;h 
will  renJei/-  it  expensive.  The  ridge  over  which  the  remaindur  of  this 
line  passes,  divides  the  waters  of  the  cast  and  west  branches  of  Wood 
river.  It  is  from  a  few  hundred  feet  to  half  mile  in  width,  and  is  elevated 
from  48  to  121  feet  above  the  valley  of  Wood  river  at  tlie  point  of  cross- 
ing. Its  inclination, varies  from  16  to  39  feet  per  mile,  and  the  general 
direction  is  straight,  deflecting  about  twenty  degrees  from  a  tangent  to 
Hillsboro.  The  line  necessarily  crosses  the  heads  of  some  ravines,  but 
they  are  generally  narrow,  and  most  of  them  not  very  deep.  The  most 
of  the  ri.lge  is  heavily  timbered  with  white  oak  and  black  oak,&c.,  and 
the  soil  is  well  adapted  to  the  construction  of  a  railroad.  I  may  here 
add  Miat,  after  the  examinations  of  the  country  included  in  the 
base  line  were  completed,  it  was  also  found  to  be  the  most  feasible, 
and  was  taken  to  be  the  basis  of  the  estimate  for  this  portion  of  the  route. 

Proceeding  with  the  examination,  I  next  ran — 

Line.lYu.  i,  commencing  at  station  1 97  of  the  base  line.  I  ran  down 
ravine  (C,)  and  terminated  on  the  river  bottom,  one-fourth  mile  west  of 
the  termination  of  ravine  (15.)  The  ravine  through  which  this  line  passes 
is  situated  on  the  west  side  of  the  Carlinville  road,  and  forms  an  angle 
of 35  degrees  with  the  baseline,  and  is  1,UI)0  feet  in  length.  It  heads 
within  "201)  feet  of  ravine  (B;)  is  sinuous  in  its  course,  and  consequently 
notso  well  adapted  to  the  location  of  a  railroad  as  ravine  (B.) 

Line  No.  2. — This  line  commences  at  the  termination  of  line  No.  I, 
and  contiuucs  around  the  point  of  the  blulF  upon  which  J.  Moore's 
dwelling  is  situated;  thence  entering  ravine  (D;)  thence  continued  up 
this  ravine  to  its  head,  terminating  at  station  2l9  of  the  base  line,  one- 
fourth  of  a  mile  north  of  Dr.  llaskilTs  cabin.  The  objections  to  line 
No.  I  ajply  in  a  greater  extent  to  this  line. 

Line  JYo.  3. — This  line  commences  at  station  5'2  of  line  No.  2,  and 
runs  along  th.'  foot  of  the  bluff  to  ravine  (hi)  of  Long  branch;  thence  up 
this  i)ranch  to  its  head,  near  Mr.  Lee's  dwelling;  thence  in  an  eastern  , 
direction  to  the  Carlinville  road,  terminating  at  station  344  of  the  base 
line — a  distance  of  4|  miles  from  the  point  of  crossing  Wood  river. 
Tills  ravine  is  nearly  one  and  a  half  miles  in  length,  and  is  situated  nearly 
parallel  with,  and  about  three-fourths  of  a  mile  west  of  the  Carlinville 
road.  The  ascent  is  very  uniform  for  one  mile.  It  then  increases,  and 
becomes  very  abrupt  be/ore  it  reaches  the  table  lands;  which  remark  is 
also  applicable  to  most  of  the  ravines  bordering  on  the  Mississippi  and 
Wood  rivers.  Its  general  direction  is  tolerably  straight,  requiiing  no 
very  alirupt  curves.  Its  mouth  is  situated  about  one  mde  from  the  point 
of  ciossing  the  west  branch  of  Wood  river;  but  the  projection  of  bluff 
intervening,  or  projecting  west  of  the  two  points,  would  require  reversed 


112 

curvatures  of  short  radii,  in  order  to  avoid  recrossing  (he  west  branch* 
Notwithstanding  the  greater  length  of  th  s  ravine,  it  docs  not  afford  a 
n^ore  eligible  grade  to  the  table  lands  than  that  ol  the  base  line.  It  will 
be  seen  that  this  ravine  is  situated  nearly  parallel  with,  and  forms  a  part 
of  the  dividing  ridge  over  which  the  base  line  passrs;  wh  ch  ridge  rises 
from  16  to  3U  feet  per  mile;  and,  at  the  junction  of  line  No.  3  with  the 
base  line,  attains  an  elevation  of  12*2  feet  above  the  river  bottom,  at  the 
point  of  crossing  the  stream,  and  11(5  feet  above  the  mouth  of  the  ravine; 
which  cannot  be  overcome  with  a  grade  less  than  69  feet  per  mile.  The 
cost  of  graduation  would  also  be  more  expensive  than  the  base  line,  the 
greater  portion  of  which  would  be  incurred  in  the  extensive  cuts  and  fill 
at  and  near  the  head  of  the  ravine. 

Line  No.  4  commences  at  station  [2  i]  of  topographical  line  [a];  from 
thence  it  runs  up  ravine  [F,]  and  terminates  at  station  '204  ol  the  base 
line.  The  main  trunk  of  this  ravine  is  situated  south  of  the  Hills'ooro 
road,  and  heads  between  that  and  the  road  leading  frcm  Alton  to  Car- 
linville.  It  is  three-fourths  of  a  mile  in  length,  and  ascends  75  feet;  the 
most  of  which  is  acquired  in  the  last  fourth  of  a  mile,  which  renders  it 
impracticable  to  apply  an  economical  grade.  The  general  course  is 
badly  adapted  to  the  lateral  position  of  the  line.  It  would  require  an 
extensive  reversed  curve  from  the  point  of  crossing  the  west  branch 
(which  is  arbitrary)  to  arrive  at  the  mouth  of  the  I'avine;  and  in  (his  course 
the  river  is  necessarily  crossed  twice;  which  would  lead  to  the  necessily 
of  constructing  two  extra  bridges,  or  to  turn  the  stream  from  its  present 
channel.  These  objectionable  features  render  this  line  also  iiiferior 
to  the  base  line. 

By  a  critical  examination  of  all  the  probable  routes  by  which  a  transit 
from  the  valley  of  Wood  river  to  the  table  lands  could  be  effected,  the 
result  was  not  very  favorable;  but  in  point  of  economy  and  prac- 
tical utility,  I  assumed  the  base  line  as  decidedly  the  most  favorable  for 
making  estimates.  In  continuing  the  r xamination  in  the  advance,  I 
next  extended 

Bask  Line  No  3. — This  line  includes  the  crossing  of  the  east  branch  of 
Wood  river,  and  commences  with  a  cycloid,  on  a  radius  of  1,900  feet,  at 
the  termination  of  base  line  No.  2,  and  runs  diagonnlly  across  the  south- 
east portion  of  a  plantation,  and  enters  ravine  [G;]  thcncp  down  this 
ravine  to  the  junction,  with  the  valley  of  the  east  branch  of  Wood  river; 
thence  across  the  river  bottom  to  the  stream  crossing  it,  one-fourth  of  a 
mile  below  the  union  of  two  branches  of  nearly  equal  size,  and  about  two 
miles  below  the  bridge  of  the  Alton  and  Carlinville  road,  over  the  western 
branch;  thence  crossing  a  point  of  a  projecting  ridge,  and  en  ering  ravine 
[H,]  situated  nearly  parallel  with  the  eastern  branch  of  the  stream;  thence 
up  this  ravine  to  its  source  near  Mr.  Pruett's  dwelling;  thence  through 
the  edge  of  barrens  to  Esquire  Tindall's,  in  the  edge  of  Dorsey's  priarie — 
a  distance  of  4.25  miles.  This  prairie  is  formed  by  the  timber  on  Pad- 
dock's and  Indian  creeks,  on  the  east  and  southeast;  and  by  the  timber 
on  Wood  river  and  its  tributaries  on  the  southwest  and  west;  and  unites 
with  the  Macoupin  prairie  on  the  north.  That  pait  of  it  lying  north 
of  the  base  line  is  wholly  drained  by  Indian  creek  and  its  hranches. 
They  extend  in  various  directions;  and  many  of  them  have  their  sources 
within  a  few  hundred  feet  of  the   valleys  of  Paddock's  creek  and   the 


113 

auxiliariesof  the  east  branch  of  Wood  river.  So  much  of  the  general 
route  as  is  included  in  this  line  is  far  better  than  could  have  been  ex- 
pected, when  the  general  features  and  topography  of  this  portion  of  the 
country  is  considered;  and  the  result  of  the  examinations  demonstrates 
that  it  is  the  only  point  where  a  crossing  of  the  east  branch  of  Wood 
river  can  be  effected  with  a  grade  less  than  85  feet  per  mile,  without  in- 
curring an  unwarrantable  expense.  The  descent  into  the  valley  of  the 
east  branch  of  Wood  river,  on  the  west  side,  is  moderately  uniform;  but 
in  consequence  of  the  serpentine  course  of  the  ravine  through  which  the 
line  passes,  several  points  of  blulTraust  necessarily  be  cut,  thereby  swel- 
ling the  expense  of  graduation  to  no  very  inconsiderable  sum.  There  will 
be  two  reversed  curves  with  radii  of  from  lOO  to  i2,500  feet,  which  will  be 
objectionable  in  consequence  of  their  occurrence  on  a  plane  having  an 
inclination  of  56.49  feet  per  mile,  and  1.30  miles  in  length  from  the  foot 
of  the  bluff  to  the  stream  [which  washes  the  opposite  bluff;]  the  river, 
bottom  is  (500  feet  wide,  and  is  inundated  in  times  of  freshets.  The 
stream  is  favorably  situated  for  the  construction  of  a  bridge.  The  bank 
or  bluffon  the  east  side  is  20  feet  high  and  firm,  with  a  rock  foundation. 
On  the  west  side  the  bank  is  iovt^  and  of  an  alluvial  sand;  but  I  doubt 
not  but  a  rock  Jbundation  can  be  obtained  by  excavating  a  few  feet 
below  the  bottom  of  the  stream.  The  abutments  on  the  west  side  will 
be  about  17  feet  in  height,  and  that  on  the  east  side  14  feet  high.  I 
have  estimated  the  span  for  a  bridge  at  80  feet,,  and  in  the  estimated 
cost  of  superstructure,  i  adopted  a  plan  detailed  by  Samuel  Brooke,  jr., 
assistant  engineer  in  my  corps.  There  are  indications  of  .stone  within 
two  miles;  but  their  geological  character  is  such  that  would  not  warrant 
an  adoption  in  the  estimated  cost  of  masonry.  I  have  therefore  founded 
my  estimeite  on  the  probable  necessity  of  procuring  them  near  the  city 
of  Alton,  a.  distance  of  1 1  miles.  Good  timber  is  growing  within  one 
mile;  and  sawed  tin:iber  at  present  can  only  be  had  by  bawling  it  lO 
miles,  in  x:rossing  the  point  of  a  ridge  a  cutting  of  8  feet  will  occur, 
which  can  be  favorably  disposed  of  in  the  construction  of  the  bank 
required  across  the  valley.  The  ravine  on  the  east  side  of  the  east 
branch,  through  which  a  transit  to  the  table  lands  is  efjeoted,  varies  but, 
little  from  that  on  the  west  side.  The  plane  adopted  is  1.40  miles  in 
length,  and  ascends  at  a  rate  of  55  feet  per  mile.  Nearly,  the  same  prO' 
portion  of  curvature  will  be  required  but  on  greater  radii;  all  of  which 
will  exceed  l,£»00  feet.  .From  the  termination  of  the  ascent  to  Esquire, 
Tindall's,  the  line  crosses  several  extensive  ravines,  but  it  can  be  so  mod- 
ified as  to  render  them  of  little  consequence. 

Having  thus  been  carried  nearly  three  miles  north  of  a  due  line  of  the 
proposed  route  in  search  of  a  practicable  one — but  having  examined   in-, 
slrumentally  every  ostensible  practicable  feature  in  the  country,  i  hesi-, 
tate  not  to  say   that  a  more  favorable  one  cannot   be  found  on  a   more 
direct  line.     After  coming  to  ihis  conclusion,    my   first   object  wag  to 
ascertain  if  the  residue  of  the  route  could  not  be  found  on  a  more  direct.) 
line.     1  accordingly  ascertained  the   bearing  of  a  due  line  to  Hillsboro,,, 
and  extended  with  that  course — 

Base  Line  No.  4. — It  commences  at   the   termination    of  base   line  ^ 
No.  3,  and  curves  with  a  radius  of  2,000  i'eeU  until  the  requisite  course 


114 

was  obtained;  thence  coniinuing  that  course  to  the  east  side  of  the  west 
branch  of  Cahokia  creek— a  distance  of  8.64  miles.  This  line,  in  its 
extension,  crosses  Indian  creek,  Paddock's  creek  (one  mile  below  head 
of  its  timber,)  three  branches  of  Sweet's  creek,  and  the  west  branch  of 
Cahokia,  all  of  which,  except  Indian  creek,  are  tributaries  of  Cahokia. 
Mostof  these  streams  have  extensive  valleys,  skirted  by  counter  ravines, 
of  auxiliary  branches,  requiring  extensive  cuts  and  fills,  and  mechanical 
structures;  so  much  so  that  it  would  swell  the  expense  of  graduation  to 
an  unwarrantable  sum.  Although  this  line  is  direct  and  practicable,  as 
far  as  my  examinations  extended;  yet  I  considered  it  my  duty  to  exam- 
ine still  farther  north  for  a  more  eligible  route.  I  became  more  impressed 
with  the  necessity  of  this  course,  from  a^ubsequent  reconnoissance  of  the 
surrounding  country.  I  found  that  the  obstacles  passed,  formidable  as 
they  were,  would  be  very  inconsiderable  when  compared  with  those  yet 
to  be  encountered  in  the  crossing  of  numerous  other  streams,  if  the  line 
should  be  extended.  I  likewise  ascertained  that  the  large  prairie  on 
the  north,  situated  between  the  timber  bordering  on  the  Mississippi 
and  the  Macoupin  creek,  to  the  head  of  the  main  or  east  branch  of» 
Cahokia,  was  remarkably  smooth,  and  admirably  adapted  to  the  eco- 
nomical construction  and  durability  of  the  proposed  work.  The  general 
surface  is  an  extensive  plane,  descending  south  and  west,  with  a  dry  soil, 
slightly  undulating,  affording  great  facilities  for  properly  draining  a  road; 
and,  by  adopting  it,  most  of  the  streams  would  be  headed,  or  rendered 
but  of  little  consequence.  But  to  make  these  ostensible  advantages 
available,  it  becomes  necessary  to  diverge  several  miles  north  of  an 
extension  of  the  base  line,  [No.  4]  and  arrive  at  the  extreme  northing, 
at  the  head  of  the  timber  on  the  east  branch  of  Cahokia,  within  12  miles 
of  HiUsboro,  making  the  total  amount  of  northing  from  a  direct  line, 
about  9  miles.  It  was  desirable  to  avoid  so  great  a  digression  from  a 
direct  line,  if  it  could  reasonably  be  accomplished.  I  accordingly 
availedmyself  of  a  part  of  the  advantages  presented  by  this  prairie,  in 
heading  some  of  the  streams,  and  then  pass  off  in  a  direct  line  to  HiUs- 
boro, after  making  about  three  miles  northing.  In  these  examinations 
J  extended  three  lines,  viz:  line  No.  1,  the  middle  line;  line  No.  2,  the 
northern,  and  modification  of  line  No.  1;  and  line  No.  3,  the  southern,  or 
most  direct  route.  ^vt      .         ,  •     , 

Line  No.  1  commences  at  station  8  of  base  hne  No.  4,  and  terminates 
on  the  east  side  of  the  west  branch  of  Cahokia,  a  distance  of  8.06  miles. 
It  passes,  in  a  northeastern  direction,  through  Dorsey's  prairie,  touching 
the  farm  of  Mr.  Jones;  thence  crossing  the  hne  between  Madison  and 
Macoupin  counties;  thence  through  the  plantation  of  Mr.  Town;  thence 
crossing  Indian  creek;  thence  passing  400  feet  west  of  Mr.  Lovell's 
dwelling,  terminating  the  tangent  west  of  Bunker's  hill,  where  a  curve 
commences,  with  a  radius  of  2,000  feet,  and  continues  until  a  tangent 
was  obtained  that  wo^dd  touch  the  head  timber  of  the  west  branch  of 
Cahokia,  and  extended  to  that  point,  crossing  Paddock's  creek  at  a  favor- 
able point,  one  half  mile  above  the  head  of  the  timber.  By  referring  to 
the  topographical  map,  you  will  perceive  that  this  line  is  much  preferable 
in  point  of  profile  to  the  one  having  a  direct  course;  and  the  quantity  of 
northing  made  from  the  direct  line  is  nearly  three  miles,   the  most   of 


115 

which  is  obtained  in  passing  through  Dorsey's  prairie,  which  I  attempted 
to  avoid  in  a  subsequent  examination,  hereafter  detailed  under  the  head 
of  line  No.  3. 

Line  No.  2  commences  at  station  of  line  No.  1,  and  continues  the  curve 
of  that  line  until  the  course  of  a  tangent  was  obtained  that  would  more 
efiectuallj  head  some  of  the  branches  of  Indian  creek  and  pass  over 
better  ground,  connecting  with  line  No.  1,  directly  west  of  Bunker's  hill. 
This  line  is  situated  on  the  north  line  No.  1,  and  diverges  about  one-fourth 
of  a  mile  from  it.  It  was  taken  in  connection  with  line  No.  1,  from  the 
point  of  intersecting  for  estimating  the  cost  of  so  much  of  the  o-eneral 
route  lying  between  Esquire  TiudalPs  and  the  west  branch  of  Ckhokia. 

Line  JYo.  3  was  extended,  with  a  view  of  obtaining  a  more  direct  route 
by  passing  on  the  south  side  of  Bunker's  hill,  and  more  gradually  acqui- 
ring the  northing,  which  must  necessarily  be  made,  to  avoid  the  obsta- 
cles mentioned  in  a  detail  of  base  line  No.  4. 

I  ascertained  by  these  examinations,  that  the  distance  would  be  some- 
what shortened,  but  at  the  expense  of  a  greater  proportion  of  curvature, 
which  induced  me  to  give  a  preference  to  the  line  mentioned  in  a  detail 
oflineNo.2. 

Having  thus  rendered  the  advantages  available  heretofore  referred  to, 
by  heading  most  of  the  streams  encountered  in  the  extension  of  base 
line  No.  4,1  made  an  unsuccessful  attempt  to  pass  in  a  direct  line  to 
Hillsboro;  which  is  detailed  in 

Base  Line  No.  5. — This  line  commences  at  the  termination  of  diverg- 
ing line  No.  4,  of  base  line  No.  4,  and  terminates  on  the  east  side  of  the 
east  branch  of  Cahokia  creek.  In  its  extension,  Bear  creek,  Brush 
creek,  and  several  other  branches,  together  with  the  main  stream  of 
Cahokia,  were  crossed;  many  of  which  have  extensive  vales,  with  counter 
ravines,  and  other  depressions,  forming  formidable  obstacles  to  overcome 
in  the  construction  of  the  proposed  work,  and  would  swell  the  expense 
to  an  unwarrantable  sum.  During  these  examinations  I  ascertained 
that  a  better  route  could  be  obtained  by  extending  the  tangent  (line 
No.  I  of  base  line  No.  4)  between  Bunker's  hill  and  the  head  of  the 
west  branch  of  Cahokia.     I  accordingly  extended  it  with 

Line  No.  i,  commencing  at  the  ^ame  point  with  the  base  line  (No.  5) 
and  terminating  on  the  east  side  of  the  east  branch  of  the  Cahokia,  on 
the  meridian  with,  and  U  miles  north  of,  the  base  line;  yet  the  obsta- 
cles encountered  fully  justified  an  examination  still  further  north,  which 
resulted  in  the  adoption  of  the  prairie  route  entire,  as  heretofore  des- 
cribed, and  the  result  detailed  in 

Line  No.  2,  commencing  within  14  miles  of  Bunker's  hill,  ^t  station 
of  line  No.  1,  base  line  No.  4,  and  terminates  on  the  east  side  dl  the  east 
branch  of  Cahokia,  near  the  head  of  its  timber,  on  the  meridiah  of  the 
base  line,  and  U  miles  north  of  line  No.  1.  It  passes  through  the  centre 
of  Macoupin  prairie,  about  lOi  miles  south  of  Carlinville,  the  seat  of  jus- 
tice of  Macoupin  county.  It  heads  all  the  streams,  except  the  east  branch 
of  Cahokia,  and  the  indentations  of  it  are  so  contracted  at  the  point  of 
crossing;  tljat  it  is  of  but  little  consequence.  The  only  objection  that 
can  be  urged  against  this  line  is  the  quantity  of  northing  it  makes;  but 
from  the  thorough  examinations  made,  both  instrumentally  and  otherwise, 
I  can  safely  say  that  no  route  can  be  found,  combining  so  many  advan- 


tages,  further  south,  after  entering  Dorset's  prairie,  than  the  one  detailed 
under  the  head  of  line  No.  1,  in  connection  with  line  No.  2,  cf  base 
line  No.  4,  and  line  No.  2,  of  base  line  No.  5.  This  point  of  crossing 
the   east  branch  ofCabokia  is  imperative. 

Having  thus  pushed  the  investigations  to  a  point  within  twelve  miles 
of  Hillsboro,  and  on  a  line  duo  west  from  that  town — and  having  been 
carried  so  far  north,  with  the  knowledge,  too,  that  no  feasible  route 
could  be  obtained  further  south,  it  occurred  to  me  that  a  route  might  be 
discovered  which  would  avoid  the  sources  of  Wood  river,  and,  conse- 
quently, the  heavy  work  in  crossing  the  two  branches  of  that  stream, 
together  with  the  steep  grades  required  in  approaching  and  leaving  the 
same.  The  sources  of  Wood  river  being  also  considerably  south  of  this 
point,  it  was  evident  that  a  line  to  Upper  /Vlton,  avoiding  the  waters  of 
Wood  river  entirely,  would  not  greatly  increase  the  distance  beyond  the 
line  already  run.  1  therefore  proceeded  to  make  an  instrumental  examin- 
;ition  in  this  direction,  the  result  of  which  is  detailed  under  the  head    of 

■•'''  *-.,;-«ii,f    :..  ■      Northern  Route. 

I  commenced  the  examination  of  this  route  at  station  No.  272  of  diverg- 
ing line  No.  2,  base  line  No.  5,  and  projected  it  in  a  course  south  of 
west,  for  5e23  miles.  I  tiien  ascertained  that  if  the  line  was  extended  it 
would  cross  the  numerous  ti'ibutaries  of  the  main  branches  of  Wood  river 
and  their  indentations,  which  it  was  necessary  to  avoid.  I  therefore 
made  an  offset  of  5,000  feet  to  the  north,  and  ran  a  line  with  a  course 
which,  if  projected  eastwardly,  would  touch  the  point  crossing  the  east 
branch  of  Cahokia,  which  is  imperative  on  the  southern  route — this  line 
was  then  extended  westward  for  5.10  miles,  when  it  became  necessary, 
from  the  excessively  broken  character  of  the  country,  to  return  2i  miles 
to  station  380,  and  make  another  offset  of  4,000  feet  to  the  north,  and 
then  run  with  a  similar  bearing  of  the  last  line,  which  avoided  the  heads  ' 
of  all  the  auxiliaries  of  Wood  river,  except  three  small  branches,  and 
brought  me  near  Brighton,  crossing  one  of  the  branches  of  Piasa  creek. 
From  a  reconnoissance,  1  now  ascertained  that,  from  a  point  heading  all 
the  branches  of  Wood  river,  a  straight  line  might  be  obtained  to  the 
point  heretofore  referred  to,  twelve  wiles  west  from  Hillsboro,  on  the' 
southern  route,  a  di'Jtance  of  23.63  miles.  This  line  would  pass  through 
Macoupin  prairie,  near  points  of  timber  on  some  of  the  branches  of 
Macoupin  creek,  and  within  8i  miles  of  Curlinville.  Upon  this  line  I 
founded  the  estimated  cost  of  this  portion  of  the  route.  x\lthough  it  was 
not  actually  traced,  yet  the  requisite  knowledge  has  b^en  obtained  from 
the  lines  ^nning  parallel  to  it.  From  the  point  near  Brighton,  i  exten- 
ded the  line  to  Upper  Alton,  passing  down  on  the  west  side  of  the  west 
branch  of  Wood  rivei",  on  the  dividing  ridge  between  that  stream  and 
Piasa  creek,  cutting  the  southeast  corner  of  Greene  county,  passing 
through  8carritt's  prairie,  one-fourth  of  a  mile  east  of  the  Monticellb 
Female  ^Seminary;  thence  to  Coal  branch,  crossing  it  one-fourth  of  a 
mile  east  of  the  Carrollton  road;  thence  to  the  ridgejieretofore  described, 
upon  which  Upper  Alton  is  situated, 'gaining  its  summit  near  the  fork  " 
of  the  Upper  Alton  and  Coal  branch  road;  thence  on  the  ridge  to  Up- 
per Alton,  passing  through  Liberty  and   Manning  streets  of  that  town; 


117 

and  terminating  at  the  beginning  of  the  southern  route  heretofore  des- 
cribed— a  distance  of  12  miles.  From  Brighton  to  Coal  branch  the 
line  is  remarkably  favorable;  the  surface  is  slightly  undulating,  and  a, 
dry  soil,  affording  good  facilities  for  draining  the  road.  A  part  of  it  is 
partially  timbered  with  black  oak,  and  the  greater  portion  of  Scarritt''« 
prairie  is  under  a  high  state  of  cultivation.  Coal  branch  and  the  bd'oken 
country  in  the  immediate  vicinity  are  the  greatest  obstacles  encountered 
on  tills  route.  But  by  the  aid  uf  the  topographical  map,  a  judicious  point 
for  crossing  it  was  readily  selected.  The  valley  is  400  feet  wide,  and 
will  require  an  embankment  of  43  feet  at  the  deepest  point,  it  is  situ- 
ated immediately  at  the  foot  of  the  slope,  and  forms  a  part  of  the  ridge 
upon  which  Upper  Alton  is  situated;  the  summit  of  which  is  gained  by  a 
plane  of  3,600  feet  in  length,  with  an  acclivity  of  39.35  per  mile,  \vhicb 
renders  it  necessary  to  cross  the  valley  at  so  great  an  elevation.  After 
gaining  the  top  of  the  ridge,  it  descends  very  rapidly  towards  Upper 
Alton,  which  leads  to  the  necessity  of  adopting  a  plane  of  5,900  feet  in 
length,  with  a  declivity  of  52.80  per  mile.  From  this  to  the  point  of 
termination,  notliing  of  consequence  occurs,  except  the  crossing  of  some 
lots  of  the  town  plat  previous  to  entering  Liberty  street. 

Having  thus  completed  the  preliminary  survey  between  Uj)per  Alton 
and  the  east  branch  of  Cahokiu  creek,  a  point  common  to  both  the 
northern  and  southern  routes,  I  next  proceeded,  in  compliance  with  in- 
structions of  the  Commissioner  of  the  second  judicial  circuit,  to  definitely 
locate  thirteen  miles  for  contract  from  the  city  of  Alton. 

From  my  investigations  between  Upper  Alton  and  Hillsborough,  I 
discovered  that  the  orominent  consideration 'which  led  the  chief  engi- 
neer of  the  western  district  to  the  adoption  of  the  line  recommended  by 
him,  would  be  entirely  removed  by  the  adoption  o(  the  northern  route; 
and  having  satisfied  myself  that  the  northern  route  was  urged  by  every 
consideration,  1  thought  it  advisable  to  procure,  if  possible,  a  more  eco- 
nomical location  between  the  city  of  Alton  and  Upper  Alton  than  the 
one  recommended  by  the  chief  engineer  of  the  western  district. 

I  accordingly  commenced  a  survey  near  the  crossing  of  the  Mount 
Carmel  railroad  over  Siiields'  branch,  in  the  city  of  Alton,  and  curving 
with  a  radius  of  10.50  feet,  until  the  proper  direction  was  obtained  to 
pass  up  a  ravine  marked  on  the  topographical  map  (2 A.)  situated  south- 
east of  the  common  road  leading  from  the  city  of  Alton  to  Upper  Alton; 
thence  following  the  ravine  to  its  head ;  thence  passing  with  a  cycloid  on 
a  radius  of  1,900  feet  diagonally  over  the  block  of  the  town  plat  of  Upper 
Alton,  between  Garden  and  Bloomfield  streets;  thence  entering  Main 
street  at  the  junction  with  Bloomfield  street;  thence  passing  through 
Main  to  Edwards  street;  thence  diagonally  across  the  block  between 
Edwards  and  Mechanic  streets;  thence  entering  Liberty  street  at  the 
corner  of  Mechanic  street,  where  it  intersects  the  northern  route,  here- 
tofore described.  The  length  of  this  line  is  1.45  miles;  the  maximum 
grade  is  105  feet  per  mile;  the  cost  of  graduation  .5^7,871  60,  Although 
the  maximum  grade  of  this  is  very  steep,  yet,  as  it  is  suggested  to  use 
horse-power  between  the  two  towns,  the  objection  to  so  steep  a  grade  is 
measurably  removed.  The  expense  of  applying  horse-power  to  this  part 
of  the  line  will  be  greatly  lessened  by  tlie  erection  of  the  depot  at  the 
junction  of  this  road  with  the  Mount  Carmel   road.      It  is  now  a  well 


il8 

established  practice  to  place  depots  on  the  exterior  of  towns,  and  make 
use  of  horse-power  for  the  transportation  between  the  depot  and  the 
business  part  of  the  town.  The  generally  admitted  correctness  of  this 
practice  renders  any  argument  in  its  favor  superfluous.  If,  then,  this 
practice  should  obtain  in  thjs  State,  the  location  of  the  depot  at  the  junc- 
tion of  this  road  with  the  Mount  Carmel  road  at  Shields'  branch  would 
be  not  only  judicious,  but  almost  imperative.  The  same  horses,  then, 
required  for  the  business  part  of  the  city  of  Alton,  could  be  used  for  the 
same  purpose  between  the  Lower  and  Upper  towns. 

Another  consideration,  which  urges  itself  with  great  force  in  favor  of 
the  adoption  of  this  line  between  the  two  towns  of  Alton,  is  its  trifling 
cost.  The  estimated  cost  of  the  line  recommended  by  the  chief  engi- 
neer of  the  w-cstern  district,  with  the  view  of  crossing  Wood  river,  is 
f4S,7l9.  The  ditFerencc  in  favor  of  the  line  surveyed  by  myself  fur- 
nishes a  strong  argument  not  only  in  favor  of  this  line,  but  of  the  adop- 
tion of  the  northern  route  beyond  Upper  Alton. 

These  considerations  induced  me  to  adopt,  for  definite  location,  the 
line  above  described,  as  the  best  possible  route  between  the  city  of  Alton 
and  Upper  Alton.  To  secure  to  the  citizens  of  Upper  Alton  the  full 
benefits  of  a  location  through  that  town — to  avoid  the  heavy  expense 
of  crossing  Wood  river  and  the  steep  grade  on  cither  side  of  it— to  estab- 
lish a  grade  through  the  whole  distance  to  liillsboro,  which  would  enable 
a  given  power  to  overcome  the  intervening  obstacles  with  the  greatest 
despatch  and  trail  the  greatest  amount  of  tonnage — to  secure  to  the  inhab- 
itants along  the  line  of  the  road  the  greatest  advantages  of  locations,  and 
to  the  whole  State  the  benefits  of  the  most  economical  construction — I 
was  led  to  adopt  the  northern  route  after  leaving  Upper  Alton. 

The  maximum  grade  on  the  northern  route  is  53.80  feet  per  mile.  The 
plane,  with  this  grade,  is,  in  the  immediate  neighborhood  of  Upper  Alton, 
descending  towards  the  town,  and  is  5,900  feet  in  length.  Its  descent 
towards  the  town — the  direction  in  which  the  greatest  portion  of  the  ton- 
nage would  be  transported — renders  it  much  less  objectionable  than  it 
would  be  elsewhere.  At  tiie  summit,  a  double  track  of  500  feet  is  pro- 
vided for,  so  as  to  enable  an  engine  to  return  to  the  depot  at  Upper  Al- 
ton for  any  additional  number  of  cars  it  would  be  enabled  to  trail  over 
the  balance  of  the  road. 

The  maximum  grade  of  the  southern  route  is  5Gi  feet  per  mile;  and 
there  are  Qi  miles'of  grade  ranging  from  52  to  56i  feet  per  mile.  On 
the  northern  route  there  is  no  plane,  excepting  the  one  above  mentioned 
in  the  neighborhood  of  Upper  Alton,  exceeding  39.60  feet  per  mile. 
The  planes  on  the  northern  route  are  short  and  undulating,  while  those 
on  the  southern  route  are  generally  long.  The  consequence  is,  that  an 
engine  of  a  given  power  will  trail  with  more  speed  a  greater  amount  of 
tonnage  on  the  northern  than  on  the  southern  route. 

The  lengjth  of  the  northern  route  to  the  point  of  intersection  of  the  two 
routes  is  35.03  miles,  and  of  the  southern  route,  31.38  miles.  Although 
the  advantage  of  distance  is  in  favor  of  the  southern  route,  yet  the  ad- 
vantage in  grade  of  the  northern  route  will  more  than  counterbalance 
it;  for  a  given  power,  with  the  same  load,  will  pass,  in  less  time,  over 
the  northern  than  the  southern  route.     For  a  more  critical  comparison 


119 

of  the  capacity  of  the  two  routes,  I  would  refer  you  to  the  tables  here- 
with submitted,  marked  A,  B,  and  C. 

The  aggregate  cost  of  the  southern  route  will  be  (see  <able  of  esti« 
mates)  .$328,772;  of  the  northern  route,  |299,436 — showing  an  advan- 
tage in  favor  of  the  latter,  of  ^29,336. 

Having,  for  the  above  reasons,  adopted  the  northern  route  from  Upper 
Alton,  for  the  continuation  of  the  location  of  the  l3  miles  to  be  put  under 
contract,  I  have  made  the  necessary  maps,  profiles,  and  estimates,  which 
are  herewith  submitted,  together  with  those  of  the  route  from  the  city 
of  Alton  to  Upper  Alton. 

Having  thus  completed  the  location  of  the  1 3  miles  to  be  put  under 
contract  the  22d  inst.,  I  proceeded,  conformably  to  your  instructions,  to 
the  extension  of  the  preliminary  survey  towards  Shelbyville.  The  sur- 
veys are  now  progressing  in  the  neighborhood  of  Hills boro,  and  from 
the  examinations  already  made,  it  is  ascertained  that  the  obstacles  in  the 
Vicinity  of  that  town  are  not  as  formidable  as  were  anticipated.  Should 
the  season  not  prove  too  inclement,  I  shall  be  able  to  complete  the  sur- 
vey by  the  l5th  of  November. 

In  conclusion,  I  but  perform,  to  those  composing  my  corps,  a  pleasing 
duty,  in  slating  that  in  all  my  operations  I  have  been  very  greatly  aided 
by  them,  collectively  and  individually.  Messrs.  Edward  Shotwell  and 
A.  W.  Cutter,  junior,  assistants,  have  sustained  themselves  in  a  manner 
equally  honorable  to  the  service  and  satisfactory  to  me;  and  to  Sam- 
uel Brooke,  jr.,  especially,  am  I  indebted  for  the  ability  and  skill  with 
which  he  discharged  all  the  important  duties  assigned  him  during  my 
temporary  absence. 

With  high  respect,  your  obedient  servant, 
F.  HAWN, 
Senior  Assistant  Engineer, 


136 

■    A, 

Table  of  Gradients  of  the  Southern  Route. 

This  table  (as  well  as  that  of  the  Northern  route)  is  not  continued  to  the  termination  of 
the  route,  but  ends,  after  passing  over  the  rough  ground,  at  a  point  where  the  surface 
and  grades  will  be  equal  on  both  routes. 


<a 

d 

53 

lU 

s^i 

c 

(D 

S  =^=£^ 

1 

d 

I"" 

0) 

i 
1 

.2  o 

O   «    ifi 

1  o 

III 

Localities. 

» 

k3 

s 

^ 

H 

< 

Feet. 

Feet. 

Feet. 

Feet. 

•1 

400 

descent 

13.20 

1.00 

106.50 

In  Upper  Alton. 

i 

8,500 

li 

52.80 

86.00 

21.50 

Descending  into  the  valley  of  Wood  river. 

■■'■a 

-700 

level 

- 

_ 

21.50 

In  the  valley  of  Wood  river. 

4 

4,300 

ascent 

55.22 

45.00 

66.50 

Ascending  out  of  the  valley  of  Wood  river. 

5 

3,300 

'• 

26.18 

61..33 

83.83 

On  dividing  ridge. 

6 

5,600 

" 

16.63 

78.93 

100.47 

On  dividing  ridge. 

7 

5,-200 

u 

39.60 

117.93 

139.47 

On  dividing  ridge. 

8 

1,600 

descent 

1.3.19 

89.97 

135.50 

On  dividing  ridge.                                      i 

9 

2,400 

ascent 

22.96 

129.37 

124.06 

On  dividing  ridge.                                      , 

10 

1,400 

level 

- 

- 

124.06 

On  dividing  ridge. 

11 

1,400 

ascent 

.30.09 

137.35 

132.04 

On  dividing  ridge. 

12 

400 

" 

30.09 

140.15 

1.34.32 

On  dividing  ridge. 

Descending  into  the  valley  of  East  branch. 

13 

2,100 

descent 

12.67 

95.00 

129.28 

14 

6.900 

" 

56.49 

168.84 

55.45 

Descending  into  the  valley  of  East  branch. 

15 

2,700 

level 

- 

- 

55.45 

In  the  valley  of  East  branch. 

16 

7,400 

ascent 

54.91 

217.11 

1.32.41 

Ascending  out  of  the  valley  of  East  bratch. 

17 

2,400 

" 

26.40 

229.12 

144.41 

Ascending  out  of  the  valley  of  East  branch. 

18 

1,400 

level 

- 

- 

144.41 

Ascending  out  of  the  valley  of  East  branch. 

19 

2,400 

ascent 

34.32 

244.71 

160.01 

In  Dorsey's  prairie.                                    j 

m 

3,700 

" 

31.68 

246.93 

162.23 

21 

8,000 

level 

_ 

_ 

162.23 

1 

22 

4,000 

descent 

9.50 

176.04 

155.03 

! 

23 

4,400 

ascent 

48.04 

286.97 

195.07 

m 


B. 


Table  of  Gradients  of  the  Nortfiern  Route  and  Line  of  Location. 

In  instituting  a  comparison  between  the  Northern  and  Southern  routes,  commence  at 
Plane  No.  1.  Planes  a,  b,  <S:c.  belong  to  the  line  between  the  Mt.  Carmel  railroad  and 
Upper  Alton. 


i 

3- 

to 

a 

O 

•— 

G 

|1 

C      .13 

Localities. 

6 

g 

s 

a 

1^ 

iia 

Feet. 

Feet. 

Feet. 

Feet. 

A 

•2m 

level 

- 

- 

- 

In  the  valley  of  the  Mississippi. 

B 

5,800 

ascen>t 

105.60 

116.00 

116.00 

Ascending  the  Mississippi  bluff. 

C 

400 

level 

_ 

_ 

116.00 

In  Upper  Alton. 

U 

900 

descent 

52.80 

9.00 

107.00 

In  Upper  Alton. 

1 

2,200 

ascent 

29.56 

128.32 

119.32 

In  Upper  Alton,  Liberty  street. 

'2 

900 

level 

- 

_ 

119.32 

In  Upper  Alton  precincts. 

3 

800 

descent 

31.68 

4.80 

114.52 

In  Upper  Alton  precincts. 

4 

100 

level 

_ 

_ 

114.52 

In  Upper  Alton  precincts. 

5 

1,700 

ascent 

29.56 

1.37.40 

124.04 

In  Upper  Alton  precincts. 

6 

100 

(; 

50.68 

138.80 

125.00 

Between  N.  Buckmaster's  and  summit 

of  ridge. 

7 

5,900 

u 

52.80 

197.80 

184.00 

Between  N.  Buckmaster's  and  summit  ofriJge. 

8 

100 

<■<■ 

46.72 

198.68 

184.88 

Between  N.  Buckmaster's  and  summit  of  ridge. 

9 

1,100 

level 

- 

_ 

184.88 

Between  N,  Buckmaster's  and  summit 

of  ridge. 

10 

3,600 

descent 

40.12 

41.16 

157.52 

Crossing  Coal  Branch  valley. 

11 

100 

8.07 

41.31 

157.47 

Crossing  Coal  Branch  valley. 

12 

100 

level 

_ 

_ 

157.47 

Crossing  Coal  Branch  valley. 

13 

2,400 

ascent 

31.68 

213.08 

171.87 

Ascending  Coal  Branch  valley  on  the 

east  side. 

14 

1,800 

" 

36.96 

225.68 

184.47 

15 

400 

level 

- 

_ 

184.47 

16 

1,300 

descent 

.34.84 

49.89 

175.89 

17 

1,000 

ascent 

15.84 

228.68 

178.89 

18 

800 

level 

- 

- 

178.89 

Opposite  female  seminary. 

19 

1,400 

descent 

25.08 

56.54 

172.24 

20 

l,.50O 

level 

- 

_ 

172.24 

21 

100 

ascent 

26.40 

233.68 

177.24 

22 

1,300 

level 

_ 

177.24 

23 

2,500 

ascent 

36.96 

251.18 

194.74 

Scarritt's  prairie. 

24 

2,500 

" 

21.12 

261.18 

204.74 

25 

1,700 

level 

_ 

_ 

204.74 

26 

400 

ascent 

26.40 

263.18 

206.74 

27 

2,700 

level 

_ 

_ 

206.74 

28 

4,400 

ascent 

15.84 

276.38 

219.94 

29 

2,800 

(( 

36.96 

295.98 

239.54 

30 

4,500 

level 

_ 

_ 

239.54 

31 

1,800 

ascent 

26.40 

304.98 

248.54 

32 

600 

level 

_ 

248.54 

33 

3,200 

descent 

39.60 

81.04 

224.04 

34 

100 

" 

26.40 

81.54 

223.54 

35 

1,300 

level 

_ 

223.54 

36 

500 

ascent 

26.40 

307.48 

226.04 

37 

1,400 

level 

_ 

226.04 

38 

1,200 

descent 

26.40 

87.54 

219.94 

,    c. 

The  following  table,  exhibiting  statements,of  the  capacity  of  locomotive  engines 
to  overcome  or  ascend  different  grades,  with  their  loads  attached,  are  adduced 
from  actual  experiment  made  upon  the  different  railroads  in  the  United  States. 

Statebient  No.  1  exhibits  the  weight  of  train  a  locomotive  engine  is  capable 
of  moving  (exclusive  of  engine  and  tender)  at  a  rate  of  speed  of  five  miles  per 
hour,  as  its  ordinary  performance,  or  a  maximum  of  useful  effect,  upon  a  rail- 
rond  in  ordinary  repair,  upon  the  different  acclivities,  set  in  the  opposite  column, 
under  head  of  ascent  per  mile. 

By  reducing  the  weight  of  train,  its  speed  will  be  accelerated;  and  an  engine 
that  will  overcome  an  ascent  of  twenty-five  feet  per  mile,  with  a  train  weighing 
60.24  tons,  at  a  rate  of  speed  of  five  miles  per  hour,  will,  under  the  same  circum- 
stance, attain  a  speed  often  miles  per  hour,  with  a  train  weighing  37.36  tons. 

Statement  No.  2  exhibits  also  the  weight  of  train  (exclusive  of  engine  and 
tender)  as  the  extraordinary,  or  greatest  effect  upon  the  same  grades,  and  at  the 
same  rate  of  speedy  under  most  favorable  circumstances,  where  the  cars,  road, 
and  machinery,  are  in  perfect  adjustment,  and  the  engine  supplied  with  the  best 
fuel,  &c. 

Statement  No.  3  exhibits  the  weight  of  load  a  horse  can  draw  at  a  speed  of 
two  and  a  half  miles  per  hour,  and  for  eight  hours  per  day,  upon  the  several 
grades  opposite  in  the  column  of  grades. 

By  applying  this  table  to  ascertain  the  capacity  of  a  road,  it  should  be  remem- 
bered that,  although  the  calculations  are  not  made  with  reference  to  grades  of  a 
particular  length,  a  locomotive  can,  for  a  short  period,  double  its  usual  perform- 
ance; and  if  the  planes  are  short  and  alternate,  with  levels  or  descents,  a  much 
greater  useful  effect  can  be  produced  on  them.  For  example:  a  locomotive  can 
ascend  an  aclivity  of  ten  feet  per  mile,  trailing  a  train  weighing  89.65  tons; 
whereas,  if  it  traverses  a  level  with  that  load,  it  can  meet  with  and  ascend,  for  a 
short  distance,  an  acclivity  of  twenty  feet  per  mile;  but  if  the  grade  is  of  great 
length,  it  can  ascend  it  with  only  67.86  tons. 


No.  1. 

No._  2. 

Ascent 

per  mile. 

Maximum  of  useful 
effect. 

Extraordinary  or 
greatest  eflect. 

No.  3. 

Feet. 

Tons. 

Tons. 

T071S. 

Level 

128.88 

266.16 

16.00 

5 

106.00 

220.40 

14.07 

10 

89.65 

184.24 

12.05 

15 

77.40 

163.20 

10.55 

20 

67.86 

144.13 

9  37 

25 

60.24 

128.88 

8.44 

30 

54.00 

116.40 

7.67 

35 

48.80 

106.00 

7.03 

40 

44.40 

97.20 

6.49 

45 

40.62 

89.65 

6.02 

50 

37.36 

83.12 

5.63 

65 

34.50 

77.40 

5.27 

60 

31.97 

72.35 

4.96 

65 

29.73 

67.86 

4.68 

70 

27.72 

63.85 

4.44, 

75 

25.92 

60.24 

4.22' 

80 

24.28 

56.97 

4.11 

85 

22.80 

54.00 

3.83 

90 

21.44 

51.28 

3.67 

95 

20.20 

48.80 

3.51 

100 

19.05 

46.51 

-       3.37 

105 

18.00 

44.40 

3.25 

123 

Report  of   Walter  Terrell^  Engineer  Southern  Cross  Railroad. 

Internal  Improvement  Office, 

Belleville,  October  23,  1838. 
To  Edward  Smith,  Esq., 

Principal  Engineer  of  the  Southern  Engineering  District  of  Illinois. 

Sir:  In  compliance  with  your  letter  of  instructions,  received  on  the 
l7th  of  September,  ordering  an  examination,  survey,  and  definite  loca- 
tion of  two  miles  of  the  Southern  Cross  railroad,  at  Carlyle,  embracing 
the  crossing  of  the  Kaskaskia  liver,  I  herewith  present  you  a  brief  re- 
port of  estimates,  grades,  and  curvatures  thereof. 

Field  oper?:tions  were  commenced  on  the  19th  day  of  September  and 
vigorously  prosecuted  till  the  30th,  notwithstanding  the  frequent  attacks 
of  sickness  on  several  members  of  the  party. 

A  compass  and  level  line  was  first  run  from  the  Kaskaskia  river,  east- 
wardly,  along  the  great  western  mail  route  to  the  Grand  prairie,  a  dis- 
t?.nce  of  three  miles,  by  which  the  general  elevation  of  the  coyntry  could 
be  correctly  determined.  Finding  thereby  that  there  were  two  ridges, 
to  wit,  Bond's  and  Huey's,  each  of  which  is  eighty-two  feet  above  the 
general  level  of  the  river  bottom  land,  and  unfortunately  at  right  angles 
to  the  direction  of  the  survey — a  strict  reconnoissance  was  then  made 
to  pass  around  or  through  them  in  depresi^ions. 

Notwithstanding  two  miles  only  were  directed  to  be  definitely  loca- 
ted, yet  it  was  found  absolutely  necessary  for  the  examinations  to  ex- 
tend each  way  much  further,  in  order  thereby  to  ascertain  the  obstacles 
which  wo'ild  be  in  the  continuation  of  any  one  of  these  routes. 

A  location  was  then  commenced  on  the  west  edge  of  Grand  prairie, 
passing  the  lowest  possible  ground  on  the  ridge,  about  a  half  mile  north  of 
Col.  Huey's  house;  in  which  ridge  was^an  average  cut  of  twenty-three  icet 
for  about  twelve  hundred  feet,  with  a  grade  of  sixty-two  and  a  half  feet 
per  mile  for  2800 feet;  thence  passing  Spring  creek,  though  dry,yet  having 
the  appearance  of  discharging  a  great  quantity  of  water  during  freshets. 
This  valley,  about  four  hundred  feet  wide,  must  be  passed  with  an  em- 
bankment of  thirty-four  feet  high,  and  consequently,  a  very  costly  cul- 
vert, not  less  than  six  feet  chord  and  one  hundred  feet  long — suitable 
Stone  being  about  five  and  a  half  miles  distant  and  on  the  opposite  side 
of  the  river. 

The  line  then  passes  over  a  post-oak  flat,  and  nearly  horizontal,  for  a 
half  mile;  then  descending  into  the  lowland  of  the  Kaskaskia  bottom, 
with  a  grade  of  fifty-five  and  a  half  feet  per  mile,  for  nearly  a  half  mile, 
crosssing  a  creek  requiring'  a  small  tressle  bridge  and  several  small 
drains;  thence  around  the  north  end  of  Bond's  ridge,  with  grades  nearly 
horizontal,  anJ  curves  not  exceeding  four  degrees.  This  is  mostly  side-hill 
cutting,  and  very  precipitous,  the  base  of  the  hill  having  been  once  wash- 
ed by  the  river,  and  is  yet  overflown  to  the  depth  of  eight  or  ten  feet  at 
high  water,  as  indicated  by  drift-wood  and  ice  marks.  After  leaving  this 
bluff,  which  is  indented  with  frequent  and  deep  ravines,  the  line  passes  a 
fourth  ofamile  north  of  Mrs.Bond's  house,  and  with  a  five  degree  cuiwe 
enters  the  Kaskaskia  bottom,  and  obtains  the  north  edge  of  the  great 
western  mail  route  embankment;  contiguous  and  parallel  to  which  it 
crosses  the  Kaskaskia  river, in  ihe  pool  of  the  Carlyle  mill-dam;  thence 


134 

with  a  sinuous  line,  deflecting  according  to  the  nature  of  the  country, 
it  passes  through  the  lower  town  of  Carly'e;  and  about,  one  mile 
west  of  which,  in  a  direction  to  the  Shoal  creek  crossing,  it  termi- 
nates. 

The  next  route  which  invited  particular  attention  and  critical  exami- 
nation, was  one  in  which  Huey's  ridge  could  be  avoided — a  deflection 
Irom  the  ^'.foresaid  line  (marked  A,)  near  the  northeast  edge  of  Bond's 
bluff,  bearing  south  57^^^  east,  in  the  direction  to  cross  a  depression  iu 
Huey's  ridge,  about  half  a  mile  south  of  the  great  western  mail  route, 
where  the  experimental  survey  of  July,  1837,  crossed  it.  This  line  was 
found  to  be  practicable,  having  moderate  grades  and  gentle  curves;  yet, 
from  its  passing  obliquely  through  several  farms,  and  making  three- 
fourths  of  a  mile  southing,^  after  having  made  a  fourth  of  a  mile  northing, 
rendering  it  materially  objectionable. 

An  examination  of  a  route  crossing  the  Kaskaskia  a  quarter  of  a  mile 
north  of  the  mail  route,  and  deflecting  from  the  north  route  [marked  A] 
on  the  east  side  of  the  river,  crossing  the  bottom  on  about  the  same  ele- 
vation as  the  former  line;  thence,  with  a  tangent,  through  Judge  Breese's 
addition  to  Carlyle.  This  line,  like  all  others,  has  its  advantages  and  dis- 
advantages. For  practicability  and  cheapness,  it  equals  the  route  in 
which  the  railroad  and  the  mail  route  cross  together,  except  in  the  one 
particular  of  the  bridge,  which  would  be  for  railroad  purposes  only — and 
the  embankment  being  single,  and  not  having  the  support  of  being  con- 
nected with  the  mail  route  embankment.  This,  together  with  the  route 
marked  A,  consists  principally  of  clay  graduation  and  heavy  timbered 
grubbing  and  clearing. 

The  southern  route,  marked  B  on  the  map  and  profile,  is  next  con- 
sidered. This  line  occupies  nearly  the  same  ground  whereon  was  run 
the  experimental  line  of  July,  l837.  It  commences  in  the  east  edge  of 
section  20,  township  2  north. of  range  2  west  of  the  third  principal  meri- 
dian, and  thence  west  over  the  south  end  of  Bond's  bluff",  where  there  is 
an  average  cut  of  twenty-five  feet  for  seven  hundred  feet,  a  five  degree 
curve,  with  a  grade  of  fifty-eight  (eet  per  mile  for  three  thousand  six 
hundred  feet,  descending  to  the  bottom  land  of  the  Kaskaskia.  From 
the  elevation  of  this  hill,  and  the  depth  to  which  it  will  be  cut,  rock  may 
be  apprehended.  Before  the  operations  for  graduation  shall  have  com- 
menced, it  may  be  adv'sable  to  sink  a  te^t-pit  at  the  greatest  depth  of 
cutting,  which  is  thirty-two  feet,  and  if  rock  should  be  found,  the  grade 
may  be  conveniently  raised,  and  thereby  render  it  less  expensive.  This, 
as  the  north  line,  crosses  the  bottom  on  the  north  side,  and  at  the  foot  of 
the  mail  route  embankment,  and  occupies  the  same  ground  through  the 
town  of  Carlyle  to  its  .termination.  Worthy  of  consideration,  and  in 
connection  with  this  route,  may  be  mentioned  the  alley  route.  This  line, 
upon  examination,  may  be  found  to  interfere  least  with  the  private  prop- 
erty of  the  town;  yet  there  is  a  grade  of  sixty-three  and  a  half  feet  per 
mile  for  nine  hundred  feet,  directly  west  of  the  Kaskaskia  river  crossing. 

It  appears  necessary  that  a  choice  should  now  be  made  between  the 
north  and  south  routes.  It  will  appear  from  the  maps,  that  they  con- 
nect on  the  river  bottom,  and  thence  to  the  western  termination,  occu- 
pying the  same  ground.  From  an  investigation  of  the  costs  for  the  two 
miles  only,  including  the  bridging,  it  will  be  seen  that  the  south  exceeds 


125 

the  north  route  by  $4,428,  which  would  be  but  a  small  argument  in 
iavor  of  the  north;  and  when  it  is  known  that  the  two  miles  on  the  south 
route  embrace  all  the  heavy  and  expensive  graduation,  with  grades  and 
curvatures  but  little  if  any  exceeding  the  north  route;  and  a  continua- 
tion of  this  line,  either  at  the  east  or  the  west  end,  would  require  but 
little  graduation  and  no  grubbing  or  clearing;  (while  that  of  the  north 
would  require  expensive  graduation  and  heavy  clearing  and  grubbing) — it 
is  reasonable  to  conclude  that  apreferance  should  be  given  to  the  south 
route. 

The  whole  work  has  been  divided  into  three  sections — the  graduation 
grubbing,  clearing  and  draining  for  the  two  miies,  comprise  two  sec- 
tions, being  one  mile  each — and  so  arranged  that  they  may  be  prose- 
cuted without  interfering  the  one  with  the  other.  The  bridging  and  ma- 
sonry, together  with  the  pits  and  foundations,  comprise  the  third  section. 
The  same  amount  of  tressle. bridging,  on  the  river  bottom,  has  been 
adopted  for  the  radroad  as  had  been  contemplated  on  the  western  mail 
route,  and  instituted  in  similar  situations,  except  that  stone  abutments 
be  used  instead  of  wood. 

The  estimates  for  the  main  bridge  across  the  Kaskaskia  have  been 
made  upon  Burrs  plan,  with  double  track  roadway  and  roofed — three 
ribs  and  tiiree  double  arches  of  1  0  feet  span;  to  which  are  added  two 
land  spans,  of  30  feet  each,  of  double  track,  supported  on  stone  piers. 

The  stone  for  the  abutments,  &c.,  can  be  obtained  about  two  and  a 
half  miles  south  of  Carlyle,  near  the  river  bank  The  quarries  have  not 
been  opened  to  that  extent  which  would  warrant  a  certainty  of  obtain- 
ing first  rate  rock;  but  from  the  natural  appearances,  a  conclusion  may 
be  safely  drawn  that  suitable  stone  for  range  rock  or  range  ruble  ma 
sonry  can  be  had. 

For  a  full  and  more  satifactory  explanation  of  this  survey,  in  addition 
to  this  report,!  beg  leave  to  refer  you  to  the  maps,  profiles,  and  esti- 
mates, on  which  are  sliown  the  sub-divisions  of  the  work  into  sections. 
All  of  which  is  respectfully  submitted. 

WALTER  TERRELL. 


Aa  e.itimate  of  the  probable  cost  of  that  part,  of  the  Southern  Cross  Railroad 
as  lies  in  and  near  Carlyle,  and  on  each  side  of  the  Kaskaskia  river ^  aiid 
embracing  a  distance  of  txoo  miles, 

Section  No.  1,  commencing  in  the  east  part  of  section  20,  township  2 
north,  and  range  2  west  of  the  principal  meridian,  and  extending  north- 
westwardly over  the  Kaskaskia  river  bluff  and  nearly  to  its  foot,  a  dis- 
tance of  5,300  feet. 

4,620  cubic  yards  of  embankment,  at  18  cents   - 
43,026  cubic  yards  of  excavation,  at  20  cents     - 
33  chains  of  clearing,  at  S4 
2!S  chains  of  grubbing,  at  ^'4  .         ^   , 

I  open  drain  of  3  feet  span,  G  perches,  at  §-4 


|S32  68 

8,605  20 

132  00 

112  00 

24  00 

|9,705  88 

1^ 

Section  No.  2,  ex^ending  across  the  Kaskaskia  river  bottom  adjoining 
and  parallel  to  the  Great  Western  mail  route,  and  to  the  west  end  of 
Carlyle  proper — 5,300  feet. 

12,657  cubic  yards  embankment,  at  20  cents     - 
14,52G  cubic  yards  excavation,  at  20  cents 
13  chains  clearing,  at  ^4     - 
5  chains  grubbing,  at  ^'4    -  -  - 

3  stone  drains,  92  perches,  at  ^4    - 


Section  No  3  comprises  the  main  bridge  of  150  feet  over  the  Kaskas- 
kia, and  connected  within  two  spans  of  30  feet  each;  the  masonry,  foun- 
dation pits,  foundation  timbers,  if  necessary,  600  feet  lineal  of  tressle 
work  bridging  at  two  different  places  on  the  river  bottom,  and  the  ma- 
sonry of  abutments,  if  adopted, 

BuRu's  Plan. 


|2,52l  40 

2,905  20 

52  00 

20  00 

368  00 

$5,86'6  60 


Superstructure, 

150  feet  lineal  of  main  bridge,  at  f  40 
60  feet  lineal  land  spans,  at  ^15 

Masonry  of  range  rock  work. 

1,150  perches,  at  $6         -  -  -  - 

260  perches  on  small  piers,  at  ^'5 
260 1  in.  bolts  -  .  .  . 

Pits  and  foundation  timbers 

Single  track  tressle  work  on  river  bottom^ 

600  feet  lineal,  at  |4    -  -  -  - 

4  stone  abutments,  130  perch,  at  ^5      - 


;6,000  00 
900  00 


6,900  00 

1,300  00 

104  00 

400  00 


650  00 


$18,654  00 


■  No.   of 

Tangents. 

Curves. 

Sections. 

2 

3 

4 

5 

1 
2 

4.100 
2  J  00 

- 

- 

2,GO0 

1,200 
600 

127 


EXHIBIT  No.  Ill 


REPORT    OF    ELIJAH  WILLARD,, 

WITH    ACCOMPANYING    DOCUMENTS, 


Internal  Improvement  Office, 

Vandalia^  December  10,  1838» 

To  the  President  of  the  Board  of  Public  Works. 

Since  the  meeting  of  the  Board  of  Public  Works,  in  June  last,  3  miles 
and  2.16  chains  of  one  hundred  feet  of  the  Central  railroad,  at  the  north- 
ern crossing  of  Cash  river,  have  been  put  under  contract. 

Contract  No.  3 — 'in  length  four  chains  of  one  hundred  feet,  including 
the  building  of  a  bridge  at  the  southern  crossing  of  Cash  river,  has  been 
relet  in  consequence  of  the  persons  to  whom  the  work  was  awarded  at 
the  letting  in  Jonesboro,  on  the  7th  day  of  May  last,  failing  to  enter 
into  contract. 

These  two  contracts  were  awarded  to  Bryan  Shannissee.  of  Madison 
county,  III.,  at  the  letting  in  Jonesboro,  on  the  23d  day  of  August  last, 
and  are  contracted  to  be  finished  and  delivered  up  to  the  State  on  or 
before  the  first  day  of  December,  1839. 

Much  has  already  been  done;  and  from  the  known  responsibility  and 
efficiency  of  the  contractor,  there  is  no  doubt  of  his  having  the  work 
completed  within  the  time  specified. 

Contract  7 — in  length,  3  miles  3.6  chains  of  one  hundred  feet,  was 
awarded  to  Graham  and  Ryan;  and  contracts  1,  2,  4,  5,  and  6,  in  length 
about  17  miles,  to  M'Ginley  and  Graham,  at  the  letting  in  Jonesboro, 
on  the  7th  day  of  May  last,  who  are  bound  to  have  the  same  completed, 
and  ready  to  deliver  up  to  the  State,  on  or  before  November    1,  1839. 

The  work  on  these  contracts  is  in  a  favorable  state  of  forwardness, 
exhibiting  such  industry,  efficiency,  and  perseverance  on  the  part  of  the 
contractors  as  to  ensure  the  completion  of  the  same  within  the  time 
required  of  them.  The  work  on  all  of  these  contracts  embraces  about 
twenty-three  miles  ot  the  Central  railroad,  extending  from  the  bank  of 
of  the  Ohio  river,  in  Cairo  city,  northward. 

Henry  Singleton,  of  St  Louis,  has  contracted  to  deliver,  on  or  before 
the  first  day  of  March,  l840,  the  timber  for  the  superstructure  of  all  of 
these  portions  of  the  railroad,  at  about  $1,623  per  mile.  The  contract 
was  awarded  to  him  at  the  letting  at  Cairo  city,  on  the  7th  day  of  No- 
vember last.  From  the  known  character  of  Mr  Singleton,  it  is  believed 
that  this  work  could  not  be  in  better  hands  for  the  interests  of  the  State. 

Ten  acres  of  land  has  been  purchased  for  the  depot  ground  in  Cairo, 


128 

at  the  southern  termination  of  the  road,  in  the  most  favorable  situation, 
and  with  all  the  advantages  of  an  excellent  landing  on  the  Ohio  river; 
for  which  was  paid  five  hundred  dollars. 

An  order  of  the  Circuit  Court  was  obtained  last  spring,  at  Unity,  in 
Alexander  county,  for  the  right  of  way  of  the  Central  railroad  through 
sections  25, 26,  23,  14,  1 1,  3,  and  %  in  township  No.  17,  south  range  No. 
1  west  of  the  3d  principal  meridian,  and  for  the  privilege  of  materials 
for  the  construction  of  the  road,  without  an  award  of  damages  to  the  pro- 
prietors of  the  land. 

The  right  of  way  has  been  relinquished,  voluntarily,  through  thirteen 
tracts  of  kind  in  Union  and  Alexander  counties.  No  case  tor  the  right 
of  way  has  come  to  the  decision  of  a  jury  in  either  of  these  counties, 
and  it  is  presumed  that  none  will. 

About  one  thousand  acres  of  land,  in  Alexander  county,  has  been 
purchased  for  the  State, at  Government  price;  about  one-half  of  which 
was  entered  within  the  last  six  months,  all  of  which  is  well  situated  and 
of  much  value  to  the  State,  A  house  for  a  railroad  oflice  and  lot  in 
Jonesboro  has  been  purchased,  for  which  three  thousand  dollars  was 
paid,  This  building  and  lot  are  at  a  very  convenient  point  for  the  business 
of  the  third  judicial  circuit,  and  more  particularly  for  the  southern 
portion  of  the  Central  railroad. 

Two  engineering  parties  were  organized  and  commenced  operations 
on  the  Central  rc.ilroad,  near  its  southern  termination,  about  the  first  of 
February  last — one  party  running  experimental  lines,  and  the  other  loca- 
ting. Both  parties  continued  in  the  field  until  about  the  first  of  May, 
when  one  was  disbanded,  and  the  other  continued  in  the  field  until  they 
completed  aline  from  Cairo  to  Vandalia,  which  was  accomplished  about 
the  first  of  June,  when  they  returned  to  Alexander  county  and  con- 
tinued operations  in  the  field  until  about  the  first  of  November;  when 
the  partv  was  disbanded,  and  only  asufticient  number  of  engineers  and 
assistants  retained  to  superintend  the  works  in  progress  of  construction. 

That  pari  of  the  Alton  and  Shawneetown  railroad  between  Shawnee- 
town  and  Equality,  is  divided  into  ien  sections  of  about  one  mile  each. 

The  delivery  of  the  timber  for  the  superstructure  of  the  bridge  at  the 
crossing  of  the  north  fork  of  the  Saline,  and  for  the  superstructure  of  this 
part  of  the  road— about  twelve  miles  in  length  --was  nut  under  contract 
at  the -letting  in  Shawneetown  on  the  lOt'!iday  of  September  last:  which 
is  contracted  to  be  delivered  on  the  line  of  the  railroad  on  or  before  the  ' 
3ist  day  of  December,  1839. 

Orvell  Secton,  of  Gallatin  county,  III.,  has  the  contract  for  furnishing 
timber  for  the  superstructure  on  section  1;  E.  A.  and  A.  A.  Gibbon,  of 
the  same  county,  for  sections  2,3,4,  5,  6,7,  and  8;  John  Crenshaw,  for 
section  9,  and  the  timber  for  the  bridge;  and  Benjamin  White,  for  section 
10;  John  Crenshaw  and  Edgar  Bogardus,  for  the  building  of  the  offices  >' 
and  depot  buildings  at  Shawneetown,  and  for  building  the  depot  building 
at  Equality,  which  they  have  agreed  to  have  completed  within  eighteen 
months  from  the  1 2th  of  September  last.  All  of  these  men  are  consider- 
ed efficient  contractors.  , 

Alfred  Richerson,  who  contracted  for  sections  1,  2,  3,  4  6,  7,  8,9  ahd' 
10,  comprising  about  eleven  miles  of  this  road,  at  the  letting  in  Shawnee-  * 
town,  on  the  l5th  of  March  last,  has  his  work  in  a  State  of  advancement 


highly  creditable,  to  himself  as  a  contractor.  This  work  is  contracted 
to  be  completed  on  or  before  the  25th  of  November,  1839. 

Section  No  5,  about  one  mile  in  length,  taken  by  James  Ryan,  at  the 
same  time  and  place,  and  to  be  finished  at  the  same  period,  is  in  a  favor- 
able state  of  forwardness. 

In  obtaining  the  right  of  way,  no  difficulty  of  importance  has  arisen  on 
the  work.  Three  cases  only  have  gone  to  a  jury ;  one  of  which  is  about 
to  be  settled  with  but  little  expense  to  the  State.  The  other  two  are  yet 
undetermined. 

The  general  disposition  of  the  citizans  owning  land  along  the  line  of 
the  road  has  been  to  relinquish  voluntarily.  The  citizens  of  Shawnee- 
town  and  Equality  have  been  as  liberal  as  could  be  desired  in  their  do- 
nations of  land  to  the  State  on  which  to  erect  depots,  buildings,  offices, 
machine  shops,  &c.  Those  of  the  former  place  have  released  to  the 
State  about  four  acres,  in  lots,  very  favorably  situated  for  the  purposes  of 
the  road;  and  those  of  the  latter,  a  sufficient  quantity  for  all  present  and 
future  purposes. 

A  tract  of  land  of  about  800  acres,  entered  in  Gallatin  county,  at  gov- 
ernment price,  for  the  State,  has  become  quite  valuable,  and  would  rea- 
dily sel!  at  a  very  considerable  advance  on  the  cost.  The  entry  on  the 
line  of  the  road  at  Muddy  river  is  valuable. 

An  engineering  party  was  organized  on  this  road  last  spring;  their 
operations  extended  from  equality  to  the  intersection  with  the  Alton  and 
Mount  Carmel  railroad,  locating,  in  the  mean  time,  about  thirty  miles 
north  of  Equality,  and  three  miles  at  Silver  creek,  ready  for  contract. 
The  party  was  discharged  from  the  field  about  the  first  of  October  last. 


The  total  amount  of  money  received  bj^  me  - 

Amount  expended  on  Little  Wabash  river  since  the  4ih 

June   last  -  -  -  $2,724  65i 

Am't  expended  on  same  river  previous  to  4th  June  last        211  76 


Total  amount  expended  on  Alton  and  Mount  Carmel 
railroad  previous  to  4th  June  last,  (principally 
for  Government  land)  -  - 

Expended  on  account  of  general  fund  previous  to  4th 

June  last  -  -  -  1,715  00 

Expended  on  acc't  of  general  fund  gince  4th  June  last     1,485  00 


3,200  00 


Of  this  general  fund  there  has  been  charged  to  Central 

railroad  -  -  -  2,350  00 

Amount  expended  previous  to  4th  June  last,  on  Cen- 
tral railroad         -  -  -  14,768  22i 
Ara'texpendedsince4th  June  last  on  Central  railroad  22,525  37| 


Of  the  general  fund  there  has  been   charged  to  Alton 

and  Shawneetown  railroad  -  850  00 

Amount  expended  previous  to  4th  June  last  on  Alton 

and  Shawneetown   railroad  -  13,152  33i 

Amount  expended  since  4th  June  last  on  Alton  and 

Shawneetown  railroad         -  -  28,761  41  i 


Total  amount  expended  by  me      - 
Amount  due  the  State  on  the  3d  December,  1838 

9 


|2,936  4U 
1,975  29 


,643  60^ 


42,763  75 


$91,371  46i 


87,319  05| 


1,052  40i 


130 

All  the  money  expended  in  the  purchase  of  land  is  charged  to  the 
railroad  to  which  they  are  adjacent. 

No  lettings  have  taken  place  on  the  Little  Wabash  river,  in  conse- 
quence of  the  inadequacy  of  the  appropriation  to  commence  and  com- 
plete the  most  important  improvements  in  a  manner  contemplated  by 
law.  A  survey  of  the  river  has  been  made — the  result  will  be  found  in 
the  report  of  the  principal  Engineer,  Mr.  Smith,  a  copy  of  which  is  here- 
to annexed  and  made  a  part  of  this  report.  That  portion  of  the  timber 
obstructions,  estimated  at  $3,658,  will  soon  be  removed.  This  work  is 
carried  on  by  Captain  Joseph  Jones,  of  Mount  Carmel,  who  was  employ- 
ed under  the  direction  of  the  principal  engineer. 

The  report  of  the  principal  engineer  in  charge  of  the  Central  railroad, 
and  Shawneetown  and  Alton  railroad  within  the  3d  judicial  circuit  is  in 
process  of  preparation,  and  will  in  a  short  time  be  submitted,  to  which 
!  shall  request  a  reference  for  details. 

I  have  the  honor  to  be. 

Your  obedient  servant, 

ELIJAH  WILLARD,  Commissioner. 


131 

Intern/^  L  Improvement  Office, 

Mount  Carmel,  November  10,  1838. 
To  Elijah  Willard,  Esq. 

Commissioner  of  Public  Works  of  the  State  of  Illinois 
for  the  third  Judicial  Circuit. 

Sir:  Thcsarveys  and  examinations  of  tlie  Little  Wabash  river  having 
!)een  closed  for  the  season,  1  have  the  honor  to  submit  to  you,  herewith, 
the  drawings,  estimates,  and  field  hooks  in  relation  thereto. 

As  was  stated  to  you  in  a  former  communication,  the  continuous  high 
stage  of  water  in  the  river  dchiyed,  until  near  midsummer,  the  proper  ex- 
aminations requisite  to  be  made  of  the  bed  of  the  stream,  to  determine 
on  the  most  judicious  plans  for  improvement.  A  preliminary  survey  of 
the  river  about  the  obstructions  at  Carmi  and  New-Haven,  was  made 
early  in  the  spring,  with  the  expectation  that  the  soundings  could  be 
taken  and  the  bed  of  the  river  examined  shortly  thereafter;  this  expec- 
tation was  disappointed  by, the  cause  above  alluded  to. 

As  soon,  however,  as  it  was  at  all  practicable  todetcrmine  the  nature 
of  the  obstructions  at  the  two  points  above  named,  with  a  view  of  (ixing 
on  a  plan  of  operations,  Mr.  Seymour,  assistant  engineer,  was  detailed  to 
that  service. 

The  result  of  this  survey  and  examination,  with  the  plans  proposed  by 
the  engineer  for  the  improvements  at  Nev/-Haven,  together  with  his  es- 
timate of  the  probable  cost  of  executing  them,  were  submitted  to  you  in 
the  month  of  August  last.  The  leading  object  in  view 'in  projecting  the 
plans  above  alluded  to,  was  to  endeavor  to  bring  the  costs  of  construction 
within  the  limits  of  the  appropriation,  and  thus  secuie  the  immediate  pro- 
secution of  the  work.  It  was  understood  at  the  same  time,  that  the  pro- 
prietors of  the  hydraulic  privileges  at  New-Haven  valued  their  vested 
rights,  which  it  was  necessary  for  the  State  to  obtain  before  erecling  the 
works,  at  u  sum  which,  if  paid,  would  reduce  the  appropriation  to  a 
rather  limited  amount. 

The  law,  also,  imperatively  requires  that  the  improvements  on  the 
river  should  be  adapted  to  steamboat  navigation.  It  consequently  be- 
came necessary  to  submit  plans  of  rather  a  temporary  and  perishable 
character,  and  by  no  means  such  as  a  judicious  economy,  the  best  in- 
terests of  the  community,  or  the  importance  of  the  improvement  would 
seem  to  demand.  The  plan  of  a  wooden  lock,  submitted  by  Mr.  Sey- 
mour, was  regarded  as  rather  an  unavoidable  expedient  under  the  cir- 
cumstances.of  the  case,  than  entitled  to  your  adoption;  and  it  was  even 
found  that  the  residue  of  the  appropriation,  after  paying  the  demand  for 
damages,  would  be  insufficient  to  complete  the  work,  even  on  that  unde- 
sirable plan. 

These  facts  having  been  submitted  to  you,  and  the  letting  being  suspen- 
ded untd  the  interview  which  we  had  at  the  railroad  lettings  at  Shawnee- 
town,  on  the  lOth  of  September  last;  and  it  then  having  been  concluded 
not  to  involve  the  State  in  contracts  and  liabilities  beyond  the  means  of 
the  appropriation  to  liquidate,  it  was  thought  most  advisable  to  defer 
the  lettings  of  the  work  until  the  meeting  of  the  Legislature.  With  the 
hope  and  expectation  that  additional  appropriations  would  be  obtained 


mi 

to  ensure  the  construction  of  the  work  on  a  more  permanent  and  substan- 
tial plan,  I  instituted  further  and  more  minute  examinations  of  the  bed 
of  the  river  during  the  low  stage  of  water;  and  herewith  submit  the 
result. 

The  unusual  depression  of  water  in  the  river  was  very  favorable  for 
these  examinations,  and  thej  developed  the  fact  that  the  fall  at  the  New- 
Haven  and  Carmi  ripples  to  be  overcome  by  the  proposed  works  was 
greater  than  the  approximate  calculations,  made  during  the  higher  stages 
of  water,  had  indicated. 

In  order  to  overcome  the  rapids  at  New-Haven,  and  extend  slack- 
water  navigation  to  the  town  of  Carmi,  it  will  require  a  lock  of  at  least 
eighteen  feet  lift.  It  is  proposed  to  construct  this  lock  within  the  bed  of 
the  stream,  as  shown  by  the  drawings,  and  to  be  submerged  at  a  stage  of 
water  that  will  give  at  least  four  feet  depth  of  water  over  the  comb  of 
the  dam. 

Apian,  profile,  and  estimates  of  the  probable  cost  of  a  dam,  and  a 
steamboat  lock  one  hundred  and  thirty-three  feet  by  thirty-five  feet 
within  the  chamber,  and  calculated  to  effect  the  above  object,  accom- 
pany this  report. 

The  dam  is  to  be  built  of  substantial  crib-work,  filled  with  stone,  and 
planked;  and  the  lock  of  the  best  sandstone  rock  found  in  the  vici- 
nity of  the  work,  and  to  belaid  in  ranged  hammer-dressed  masonry,  with 
hydraulic  lime,  and  lined  with  plank. 

It  is  proposed  to  use  limestone  for  the  breast  rock,  hollow  quoins, and 
capstan  wells,  which  can  be  procured  from  the  Ohio  river. 

A  lock  of  this  description  would  combine  economy  with  durability, 
and  answer  the  purpose  of  a  cut  stone  lock  of  much  more  expensive 
construction.  The  dam  would  be  of  sufficient  height  to  produce  a  valu- 
able amount  of  water-power,  ensuring  profit  to  the  State,  and  incalcula- 
ble benefit  to  a  fertile  and  interesting  portion  of  country  immediately 
contiguous  to  the  work. 

The  plan  above  suggested  is  not  recommended  as  the  best  that  could 
be  adopted.  If  a  sufficient  appropriation  could  be  obtained  to  construct 
a  canal  and  locks  around  the  falls  both  at  Carmi  and  New-Haven,  it 
would  certainly  be  highly  preferable  to  placing  the  works  within  the  bed 
of  the  stream.  The  dams  at  both  points,  and  especially  at  Carmi,  could 
have  much  additional  elevation,  and  the  effective  amount  of  the  water- 
power  vastly  increased  without  prejudice  to  the  country  above  them;  and 
it  admits  of  easy  calculation  to  show  that  the  interest  on  the  additional 
costs  of  the  work  would  bear  but  an  inconsiderable  proportion  to  the  in- 
creased value  of  the  water-power  thereby  o:reated. 

The  result  of  the  examinations  and  estimates  of  Captain  Joseph  Jones, 
the  superintendent  on  the  river,  in  regard  to  the  timber  obstructions  to 
the  navigation,  have  been  submitted.  Agreeably  to  your  instructions,  the 
superintendent  is  progressing  with  the  removal  of  the  timber  obstuctions 
with  as  strong  a  force  as  he  has  been  able  to  employ;  and  as  the  health  of 
the  valley  improves,  he  expects  to  be  able  to  obtain  a  sufficient  number 
of  first  rate  hands  to  ensure  its  very  efficient  progress,  if  not  its  comple- 
tion the  present  fall  and  winter:     All  which  is  respectfully  submitted. 

EDW.  SMITH, 

Principal  Engineer^  8^c. 


1^ 

An  estimate  of  the  probable  costs  of  coistructing  a  dam  and  steamboat  lock 
on  the  Little  Wabash  riv.°r,  at  jYeiv-Haven^  accompanying  the  engineer's 
report^  dated  J\ovembei-  lO,  1838. 

1,583  cubic  yards  of  excavation  in  lookpit,    at  $2 
4,070  cubic  yards  of  excavation   in  channel  below^   lock, 

at  §'l  50  -  -  -  - 

2,000  cubic  yards  of  earth   excavation   above  water,   at 

20  cents         -        .  -  _ 

9,222  feet  of  lumber  in  lock  foundation,  at  l5  cents 
8,400  (eet  of  plank  (3  inches),  at  6  cents 
8,400  feet  of  plank  (2  inches,)  at  Ai  cents 
6,300  feet  of  lining  plank,  at  5  cents 
1,680  feet  of  string  timber  in  wall,  at  l5  cents 

Lock-gates,  water-sills,  and  apparatus 
9,000  lbs  of  wrought  iron,  at  15  cents 
5,000  lbs  of  cast  iron,  at  8  cents         .         .         . 
2,353  perches  of  ranged  hammer-dressed   masonry  laid 

in  hydraulic  cement,  at  $'9      - 
Limestone  hollow  quoins,  breast  and  well-rock 
250  feet  of  crib    protection   above  and    below  lock, 

at  $10  -  .  .         .         - 

290  feet  of  dam,  (crib-work  filled  with  rock  and  planlc- 
ed  with  5  inch  plank,)  at  $'26  per  foot  running     - 

360  perches  of  ranged  ruble'  masonry    in  abutments, 
at  $6  --..-- 

960  yards  of  slope  protection  wall,  at  $1   50  - 
2  culverts  for  hydraulic  purposes         -         - 
Side-cut  for  use  of  water-power 

Add  for  superintendent  and  contingencies 

Total  amount         -         -         -         -  - 

Note.  The  same  description  of  improvement  will  be  required  at 
Carmi;  and  the  above  estimate  may  be  considered  applicable  in  amount, 
or  nearly  so,  to  the  works  at  that  point  also. 


$•3,176  00 

6,105  00 

400  00 
1,383  30 

504  00 
378  00 
315  00 
252  00 
1,600  00 
1,350  00 
400  00 

25,677  00 
1,300  00 

2,500  00 

$45,340  00 

7,540  00 

2,160  00 
1,440  00 
2,500  00 
2,500  00 

$61,480  30 
3,074  00 

$64,554  3l 

An  estimate  of  the  prooable  cost  af  improving  the  channel  of  the  Lit- 
tle Wabash  river  by  removing  the  limber  oi)strucLions  therein,  and  form- 
ing cut-olfs  to  the  long  and  abrupt  bends,  which  each  estimate  is  predi- 
cated on  the  siiuvey  and  examination'*  of  the  Sriid  river  from  Louisville, 
in(;iay  county,  to  its  mouth,  by  Capt.  Joseph  Jones,  superintendent, 
under  the  direction  of  E,  Smith,  principal  engineer,  &c. 

Note.  The  vi^ork  is  chissified  into  two  classes;  tlie  one  embracing  the 
clearing  of  the  channel  by  removing  di'ift,  snags,  and  sunken  logs,  and 
by  clearing  the  banks  offa'ling  in  timber,  designated  as  indispensa- 
ble work,  and  the  other  class,  embracing  the  cut  oils,  designated  dispen- 
sable works,  viz. 


Dispensa- 

Indispensable 

ble  works. 

works. 

Section  JVo.  1,    (distance   40  miles.)    extending  from 

Louisville,  on  section  18,  townalrip  3   north,  rahg-e 

7  east,  to  M'Cauley's  bridge,  on  section  21,  town'sLip 

3  north,  range  8  east,  in  Clay  county. 

Estimate  for  clearing  leaning  trees      -            -            - 

. 

$m  00 

"                    "         drift 

- 

102  00 

$730  OO 

1st  cut-off    "        -              -              -             ^              -              - 

$1,405  18 

2cl  cut-off           -            -            -            -            -            - 

156  00 

Section  J\ro.  2,    (distance   about  45   miles,)  extending 

from    M'Cauley's  bridge,  on  section  21,  township  3 

north,  range  8  east,   to  Mitchell's  farm,  on   section 

20,  township  1  north,   range    10  east,  in   Wayne, 

Clay,  and  Edwards  counties. 

Estimate  for  clearing    -            -            -            .            - 

. 

1,106  00 

"                "           drifts        -            -            -            - 

- 

120  00 

1,226  00! 

Cut-off  nearly  washed   through  above  Shelby's  mill. 

estimated         ..--.- 

- 

30  00 

Section  JVo.  3,  (distance  about  42   miles.)    extending 

from  Mitchell's,  on  section  20,  township    1    north. 

range  10  east,  to  Leach's  mill,  on  scciion  20,   town- 

ship 2  south,  range  9  east. 

Estimate  for  clearing    -            .            -            -            - 

. 

666  00 

«                    "        drift         ...            - 

. 

26  00 

1st  cut-off  (i  mile  around,  50  feet  across,  10  feet  high. 

50  feet  wide  at  the  bottom  and  60  feet   at  the  top,) 

making  925  cubic  yards  excavation,  at  15  cents    - 

138  90 

2d  cut-off  nearly  forinod ;  boats  pass   through  in  high 

water. 

3d  cut-off,    (the   bend   in  which  Elm  river  empties,  5 

mil»s  round,  1,925  feet  across,  10  feet  high,  40  and 

60  feet  wide,  slough  running  across  on  siirface;  gen- 

eral    course     northeast   and    southwest,)    making 

35,648  cubic  yards  excavation,  at  15  cents 

5,347  20 

4i  acres  clearing,  at  $10       - 

42  50 

135 


ESTIMATE— Continued. 


Indispensable 
works. 


Section  JVo.  4,  (distance  of  about  62  miles,)  from 
Leach's  mill,  on  section  21,  township  2  south,  range 
9  east,  to  Carmi,  on  section  13,  township  5  south, 
range  9  east,  in  Wayne  and  White  counties. 

Estimate  for  clearing  i  -  -  • 

Drift,  none. 
CutTofl: — course,  northeast — nearly   formed,    about   a 

mile  round,  and  180  feet  across. 

Section  M.  5,  (distance  about  48  miles,)  extending 
from  Carmi,  on  section  13,  township  5  south,  range  9 
east,  to  mouth  of  river,  on  section  24,  township  7 
south,  range  10  east,  in  White  and  Gallatin  counties. 

Estimate  for  clearing      -  -  -  -  - 

Drift,  none. 

Cut-off — western  bank  worn  to  a  hollow,  an^l  comes  up 
sloping  on  the  eastern  bank  to  the  height  of  10  feet, 
110  feet  across;  course  northwest  and  southeast. 

Total  amount  of  clearing  ... 


|652  00 


$3,658  00 


136 

Central  Railroad  Office, 

Fandalia,  December  24.  1838. 
To  the  Hon.  Wm.  Kinney  and  Elijah  Willard, 

Commissioners  of  the  Board  of  Public   Works. 

Gentlemen:  I  have  the  honor  to  submit  a  report  of  the  past  operations 
and  present  state  of  the  Central  railroad  from  Vandalia  to  ihe  city  of 
Cario. 

The  first  surveys  of  this  line  were  commenced  at  Cairo  in  August, 
1837,  and  steadily  prosecuted  until  the  severity  of  winter  compelled  a 
suspension  of  field  work.  During  the  succeeding  spring  a  distance  of 
twenty  miles  was  located,  and  on  the  7th  day  of  May  was  put  under  con- 
tract; in  the  mean  time,  the  examination  of  the  country  was  progressing. 
in  August,  a  further  portion  of  the  work,  including  three  miles  at  Van- 
dalia and  three  additonal  miles  in  the  south,  was  prepared  by  order  of 
the  Board,  and  contracted. 

The  work  at  the  southern  end  was  divided  into  eight  contracts,  the 
length  of  which  was  made  to  depend  on  the  amount  and  nature  of  the 
work  embraced  in  them.  The  work  at  Vandalia  was  divided  into  two 
contracts.  , 

The  estimated  cost  and  contract  cost  arc  hereto  appended  in  tabular 
form,  as  also  a  table  of  grades  and  curves  and  tangents. 

A  plan  and  profile  of  the  line  and  plans  of  the  structures  designed  will 
also  accompany  this. 

The  law  having  confined  the  point  of  starting  to  Cairo  city,  there  was 
but  little  range  in  the  selection  of  a  site  for  the  depot.  Several  causes 
operated  in  the  selection  of  the  present  site.  Its  position  is  on  the  Ohio 
river,  about  three  quarters  of  a  mile  above  its  mouth.  The  river  bank 
at  this  point  is  the  highest  of  any  throughout  the  extent  of  the  city  front. 
Its  vicinity  to  the  mouth  will  diminish  materially  the  inconvenience  in 
touching  at  the  port  for  vessels  engaged  in  the  Mississippi  trade;  whilst 
the  gentleness  of  the  current,  and  the  unvarying  depth  of  water,  at  once 
make  it   as  good  a  harbor  as  can  be  desired. 

The  Mississippi,  on  the  contrary,  from  its  impetuosity  and  the  varia- 
bleness of  its  channel,  renders  the  permanance  of  a  good  harbor  and 
landing  very  uncertain.  It  will,  however,  be  a  matter  of  future  consid- 
eration whether  a  depot  and  landing  place  should  not  be  constructed  on 
the  Mississippi  bank,  to  be  used  when  the  stage  of  water  will  permit. 

The  reiteration  of  statements  extremely  disadvantageous  to  the  posi- 
tion of  the  point  by  law  required  to  be  selected  for  this  depot — vague 
and  uncertain  to  some  extent  as  they  are,  and  originating  in  antagonisti- 
cal  interests,  although  discredited  by  me — has  had  the  effect  to  cause  a 
very  careful  examination  of  the  whole  point.  The  result  has  been  a  tho- 
rough conviction  that  the  State  incurs  no  risk  in  completing  her  works. 
The  earth  is  firm  and  dry,  and  fidly  capable  of  sustaining  the  weight  of 
any  mass  of  buildings  which  could  be  crowded  thereon. 

During  the  highest  water  there  is  very  little  current  out  of  the  chan- 
nel of  the  rivers;  and  as  the  grade  line  is  established  at  such  an  elevation 
that  it  cannot  be  overtopped,  there   is  no  danger  to  be  apprehended  of 


137 

the  destruction  of  the  embankment.  There  is  but  one  source  of  danger — 
it  is  from  the  ravages  of  the  Mississippi  upon  its  banks,  threatening  to 
extend  its  inroads  as  far  as  the  embankment. 

That  the  bank  has  wasted  to  some  extent,  is  certain;  but  the  river 
now  shows  a  disposition  to  remain  stationary;  and  this,  in  that  river,  is 
generally  followed  by  recession.  In  the  event,  however,  of  the  waste 
continuing,  I  am  assured  by  Mr.  D.  B.  Holbrook,  the  person  most  con- 
cerned in  Cairo  city,  that  immediate  steps  would  be  taken  to  curl)  it; 
and  the  result  of  proper  measures  to  effect  this  will  not  admit  of  doubt. 
Should  an  expenditure  for  this  object  become  necessary,  and  the  protec- 
tion of  State  property  become  involved  therein,  it  will  be  a  subject  for 
your  consideration  whether  the  public  should  not  make  a  pro  rata  ap- 
propriation for  their  share  of  such  security. 

The  termination  of  the  Central  railroad  is  the  most  remarkable  pomt 
in  the  west.  It  is  undeniably  the  head  of  low-water  navigation  for  vessels 
of  large  size.  A  series  of  shoals  or  bars,  commencing  at  Cash  island, 
and  extending  at  short  intervals  entirely  up  the  Ohio  river,  prevents  its 
navigation  for  long  periods  at  a  time  when  the  growing  commerce  of 
the  west  requires  it  should  be  in  the  best  order.  This,  in  future,  will 
cause  a  selection  of  that  route  for  transportation  which  can  always  be 
confided  in.  The  Mississippi  always  supplies  that  route  to  the  mouth  of 
the  Ohio;  and  from  thence  advantage  can  be  taken  of  our  internal  im- 
provements for  conveyance  to  the  interior — or  the  smaller  boats  ca 
freight  from  this  point  for  the  upper  rivers. 

The  present  situation  of  our  commerce  is  too  plaiidy  seen,  and  too  sen- 
sibly |!elt,  to  again  adnjit  of  confidence  in  the  Ohio  or  Mississippi  rivers. 
For  tic  shipment  of  produce  this  place  has  the  advantage  of  any  point 
above.  The  river  below  is  seldom  obstructed  when  all  the  rivers  above 
are  too  low  for  navigation,  or  blocked  up  with  ice. 

From  all  these  advantages,  the  interest  is  apparent  which  the  State 
has  in  the  proper  ordering  of  this  important  point. 

From  the  commencement  of  the  road,  embankment  has  been  adopted 
through  the  country  which  has  ever  been  overflowed,  with  the  excep- 
tion of  120  feet  of  tressle  work,  which  was  deemed  necessary  for  water- 
way, across  the  cotton -wood  slough. 

The  river  Cash  is  crossed  by  a  bridge,  on  the  Jackson  plan,  of  104  feet 
span.  The  scarcity  of  stone  throughout  that  region  has  caused  a  re- 
course to  brick  as  a  better  and  cheaper  material  than  any  other  which  can 
be  obtained  for  the  abutments  and  culverts.  From  the  quality  of  the 
clay  and  the  great  degree  of  care  which  is  required  in  their  manuAicture, 
a  brick  may  be  confidently  expected  which  will  far  exceed  the  sandstore 
of  the  country  in  all  the  excellencies  of  a  material. 

Where  the  low  land  stops  there  is  a  range  of  hills  stretchedacross  the 
course  of  the  line,  and  extending  several  miles  both  east  and  west.  To 
pass  this  range,  a  point  was  selected  where  a  creek  running  north,  and 
one  whose  course  was  south,  headed  together;  and,  as  the  ridge  was 
here  lower  and  narrower  than  at  any  other  place,  the  road,  on  leaving 
Cairo,  was  directed  and  located  towards  it.  The  valleys  of  the  before 
mentioned  creeks  were  occupied  by  the  line,  and  the  ridge  passed  by  an 
excavation. 

Having  overcome  this  obstacle,  the  line  runs  on  good  ground  for  many 


138 

miles.  The  only  obstacle  of  consequence  is  the  crossing;  of  Cash  river. 
During  heavy  floods,  from  the  great  extent  of  country  which  it  drains,  and 
its  abrupt  character,  there  is  an  immense  quantity  of  water  in  the  river 
and  its  overflown  flats.  For  its  free  passage  there  is  provision  made  for  800 
feet  of  tressle  work;  only  a  part  of  this  is  strictly  necessary  for  water- 
way— the  rest  was  adopted  through  motives  of  economy. 

The  termination  of  the  line  under  contract  is  about  four  miles  north 
of  Cash  river;  from  there  the  location  is  extended  northward;  and  as 
there  is  found  to  be  branches  of  Cash  in  a  favorable  general  direction, 
every  advantage  is  taken  of  them  to  attain  the  main  summit  of  the 
country.  From  there,  the  ridge  dividing  the  waters  of  the  Ohio  from 
the  Mississippi  river  is  located  on  to  the  course  of  Drury  creek,  which 
runs  northerly  to  near  Muddy  rivers 

The  line  from  Drury  is  not  yet  located,  but  from  a  careful  examination 
of  the  country  in  every  direction,  it  is  positively  ascertained  that  a  line 
at  once  direct  and  excellent  is  attainable. 

Before  selecting  the  route  for  location  in  the  southern  part  of  the  State, 
a  careful  examination  was  made  of  the  country;  and  on  one  which  was 
much  the  most  preferable, an  instrumental  survey  w_;s  made.  As  I  anti- 
cipated, the  general  difference  was  not  very  great;  but  two  or  three  po- 
sitively objectionable  features  caused  it  to  be  rejected.  The  route  up 
the  bank  of  the  Mississippi  and  Muddy  river  was  also  examined,  and 
found  unfavorable. 

The  country  for  many  miles  east  of  the  line  is  very  broken,  and  no 
line  which  could  compare  in  advantages  with  the  present  one  could  be 
obtained.  The  entire  line  runs  through  a  fine  fertile  country,  cjipable 
of  supporting  a  very  dense  population,  which  will  be  able  to  supply  a  vast 
amount  of  transportation  for  surplus  products  on  this  line  of  road. 

At  the  Vandaiia  end,  the  line,  after  leaving  the  town,  deflects  to  the 
east  until  the  river  Kaskaskia  is  crossed,  and  then  its  direction  is  changed 
to  the  south. 

In  crossing  the  river  bottom,  an  embankment  is  adopted.  The  indis- 
pensable ways  for  the  passage  of  water,  in  time  of  floods,  are  formed  of 
tressle  work,  placed  across  the  sloughs  and  creeks  running  into  the  river 
below  the  road.  The  aggregate  length  of  this  kind  of  work  is  510  feet. 
The  abutments  of  the  bridge  at  Kaskaskia  river  are  designed  of  brick, 
with  stone  foundations.  The  stone  to  be  obtained  at  this  point  is  a  fine 
quality  limestone,  but  its  cost  cannot  be  less  than  three  times  that  of 
brick,  and  would  be  but  little  more  durable. 

In  the  formation  of  embankments,  the  width  of  fourteen  feet  is  given 
at  grade,  by  the  special  orders  of  the  Board. 

The  slopes  are  generally  U  to  1 ;  ditches  at  the  side  are  laid  off  at 
five  feet  distance  from  the  foot  of  the  embankment,  where  earth  is  re- 
quired from  such  source,  with  the  exception  of  that  part  in  the 
Kaskaskia  river  bottom,  where  the  ditch  on  the  leftside  is  ten  feet  from 
the  embankment. 

The  ground  occupied  by  embankment,  under  six  and  a  half  feet  in 
height,  irt  thoroughly  grubbed,  and  no  vegetable  or  perishable  matter  is 
admitted  in  such  work. 

Excavations  are  15  feet  wide  at  grade — the  slopes  under  ten  feet   are 


139 

generally  1  to  1,  but  over  that  depth  they  must  be  greater.  It  will  be 
found  necesasry  at  oie  point,  viz.,  the  ridge  in  Alexander  county,  to 
have  open  brick  drains  on  each  side  of  the  excavation  to  prevent  the 
gullying  which  would  be  certain  to  take  place  wHhout  this  precaution. 

The  plan  of  superstructure  is  a  combination  of  foundation  sills,  cross- 
ties,  and  longitudinal  string  pieces  for  rails,  plated  with  iron,  spiked 
firmly  to  the  stringers  and  joint  pieces  under  the  joist  pieces  of  the  foun- 
dation sills. 

Timber  in  great  abundance  and  of  fine  quality  exists  along  the  line  as 
high  as  Muddy  river,  and  at  no  part  will  it  be  difficult  to  be  obtained  at 
a  moderate  expense. 

I  have  the  honor  to  be 

Your  most  obedient  servant, 

J.  FREEMAN, 
Principal  Engineer  Central  Railroads 


140 

Statement  showing  the  quantities  of  loork  now  under  contract  on  the  Central 
Railroad  south  of  Vandalla,  together  with  the  engineer's  estimate,  and  the 
cost  at  cojitract  prices. 


% 

Engineer's   estimate. 

Contract   price. 

:3  o 

■%l 

1 

c 

3 

csC. 

0 

0 

6 

^  o 

So 

S 

a 

s 

!2i 

<3 

Q 

Ph 

-< 

< 

^ 

34  sq.  chains 

(Jvubbing 

$40  00 

chain 

$130  00 

$35  00 

$113  75 

d 

3161    do. 

Clearing 

10  00 

chain 

3,167  50 

7  00 

2,449  00 

^ 

200,000  yds 

Embankment 

23 

yard 

46,000  00 

20 

40,000  00 

o 

57  cubic  do. 

Brick  work,  culvert 

2 

No.  1. 

5  00 

" 

285  00 

5  50 

313  50 

1 

63       do. 
'3  sq.  chains 

Culvert  No.  2 
Grubbing 

5  00 
35  00 

cliain 

315  00 

5  50 
30  00 

346  50 

$49,897  50 

$43,222  75 

c? 

70  00 

60  00 

d 

368     do. 

Clearing 

9  00 

u 

3,312  00 

8  00 

2,944  00 

^ 

210,700  yds. 

Embankment 

23 

yard 

48,461  00 

19 

39,973  00 

o 

120  lin.  feet 

Tressle  work 

10  00 

foot 

1,200  00 

9  00 

1,080  00 

S 

barrel 

5i  sq.  chains 
11,100  yards 

Drain 
Clearing 

8  00 

chain 

10  00 

8  00 

10  00 

1 

$53,053  00 

$44,067  00 

44  00 

44  00 

Embankment 

16 

yard 

1,776  00 

15 

1,665  00 

M 

1,8.34      do. 

Brick  in  mortar 

5  00 

•^    u 

9,170  00 

5  00 

9,170  00 

o 

483         do. 

Brick  in  cement      - 

6  00 

n 

2,898  00 

6  00 

2,898  00 

Foundation    tin.ber 

1 

and  planking 

110  62 

- 

110  62 

^ 

Pumping  and  scoop- 

."? 

ing                  -        . 

. 

100  00 

- 

100  00 

U 

1,443  yards 

Excavation     - 

10 

yard 

144  30 

12 

173  16 

104  feet 
19^  sq.  ch. 

Briflge 
Grubbing 

27  02 
30  00 

chain 

2,811  00 

44  00 
25  00 

4,576  00 

$17,053  92 

$18,736  78 

585  00 

487  50 

268i     do. 

Clearing 

7  00 

" 

1,879  50 

6  00 

1,611  00 

-^ 

46,865  c.  yd. 

Embankment 

18 

yard 

8,435  70 

17 

7,967  05 

d 

3,183.5    do. 

Excavation     - 

14 

305  69 

14 

305  69 

12; 

20  lin.  feet 

Bridge 

each 

275  23 

91  48 

o 

10     do. 

Bridge 

. 

each 

84  13 

. 

38  22 

1 

5  feet 

Culvert 

. 

each 

189  20 

_ 

207  70 

g 

Small  drain    - 

. 

each 

10  00 

_ 

10  00 

a 

441  yards 

18.6  sq.  ch. 
310    do. 

Brick  vFork     - 
Grubbing 

*4  75 
30  00 

chain 

- 

6  00 
30  00 

268  50 

$11,764  45 

$10,987  14 

558  00 

558  00 

irj 

Clearing          -         - 

7  00 

2,170  00 

7  00 

2,170  00 

1 

41,917  c.  yd. 

Embankment 

20 

yard 

8,383  40 

17 

7,125  89 

126,906  (io. 

Excavation     - 

28 

" 

35,533  68 

22  i 

34,553  85 

1 

.3-10  feet 

Bridges 

84  13 

bridge 

252  39 

80  00 

240  00 

C 

3-3  feet 

Culverts 

150  00 

culv't 

450  00 

160  00 

495  00 

$47,347  47 

$45,142  74 

•"Included  in  bvid^ 


141 


Statement  of  work  under  co7iir act  on  the  Central  Railr 


oad — Continued. 


46.6  sq,  ch'n 
484      do. 
■U,-i-2^  yards 
4,973    do. 
HI  feet 
3   do. 
2  Barrel 
20  Hq.  feet 


23.3  sq.  ch. 
324      do. 

38,338  yards 

2,215     do. 
10  feet 
760  do. 
40    do. 


39.5  sq.  ch. 
190^     do, 
6,208.73  yd. 
37,278.07  do 
15  feet 
498  yards 
5  & '3  feet 
494  yards 


12.9  sq.  ch. 
105      do. 
13,791  c.  yd 
101,000  do. 
110  lin.  feet 
286  c.  yardi 
98      do. 
62^    do. 
32  perch 


19.3  sq.  ch. 
195     do. 
10,444  c.  yd, 
87,848  do. 
400  lie.  feet 


Grubbing 
Clearing 
Embankment 
Excavation 
Bridge  - 
Culvert  - 
Drains  - 
Tressle  work 


Grubbing 
Clearing 

Embankment 

Excavation 
Bridge     - 
Tressle  work 
do. 


Grubbing 
Clearing 
Excavation 
Embankment 
Bridge     - 
Brick  work 
Culverts 
Brick  work    ■ 


23  miles 


Grubbing 
Clearing 
Excavation 
Embankment 
Tressle  work 
Brick  in  mortar 
Brick  in  cement 
Culvert 
Stone  masonry 


Grubbing 
Clearing 
Excavation 
Embankment 
Tressle  work 


Timber   for    super- 
structure 


Engineer's    estioat 


$35  00 

8  00 

17 

15 


12  00 
7  50 


:iS  00 
9  50 


9  00 
8  00 


28  00 

6  50 

16 

16 

4  75 
132  50 
115  GO 


25  00 

5  50 

23 

16 
8  00 
5  00 
5  50 
5  00 
15  00 


25  00 

5  50 
18 
16 

8  00 


1,443  40 


chain 

do. 
yard 

do. 
each 

do. 

do. 
feet 


chain 
do. 

yard 

do. 

foot 
do. 


$1,631  00 

■  3,872  00 

4,118  93 

745  95 

84  13 

150  00 

24  00 

150  00 


chain 
do. 

yard 
do. 

yard 

each 

do. 


chain 

do. 
yard 

do. 
foot 
yard 

do. 

do. 
perch 


chain 
do. 

yard 
do. 

foot 


$10,776  01 


885  40 
.3,078  00 

9,.584  50 

332  25 

90  00 

6,840  00 

320  00 


Contract 


prices. 


$21,130  15 


1,106  00 

1,236  62 

993  39 

5,964  49 

74  25 

235  91 

132  50 

115  00 


$9,858  16 


322  50 
577  50 

3,171  93 

16,160  00 

880  00 

1,340  00 
539  00 
312  00 
480  00 


$33  00 

8  00 

16 

14 

ft.  8  50 

12  00 
10  00 


.35  00 

9  00 

5       20 

I       18 

15 

ft.  9  00 

9  00 

8  00 


$1,537  80 

3,872  00 

3,876  .55 

696  22 

85  00 

165  00 

24  00 

200  00 


$23,782  93 


475  00 

1,272  50 

1,879  92 

14,055  68 

.3,200  00 


$20,883  10 


25  00 

6  00 

14^ 

15^ 

ft.  12  00 

5  00 

5  75 


25  00 
5  50 
19 
15 
8  00 
00 
00 
00 


6 
7 
7 
17  00 


25  00 
5  50 
17i 
15 

8  00 


$10,456  .57 

815  50 

2,916  00 

4.000  00 

3,.300  00 

332  25 

90  00 

6,840  00 

320  00 

$18,613  75 

987  .50 

1,141  50 

869  92 

5,778  10 

ISO  00 

248  33 

J   264  62 

$9,469  27 


322  50 
577  50 

2,620  29 

15,150  00 

880  00 

1,608  00 
686  00 
437  50 
544  00 


$22,825  79 


mile    $33,193  60  1,613  00 

I  I 


475  00 

1,272  50 

1,827  70 

13,177  20 

.3,200  00 


$19,952  40 


$37,099  00 


142 


Table 


of  Grades  on  the  located  line  of  the  Central  Railroad. 


No.  of 

Grade. 


Commence 


Miles,  feet. 

1 

Ohio  nver. 

7  4640 

:) 

8  SSfiO 

4 

'  9  2080 

5 

10  4050 

6 

11  3120 

12  0740 

.  8 

12  5240 

9 

13  3160 

10 

13  5260 

11 

14  4780 

12 

15  2900 

13 

16  2120 

14 

16  4620 

15 

17  3340 

16 

18  3060 

17 

20  0000 

18 

20  1200 

19 

20  3900 

20 

2:  3420 

1 

\  aniliuia. 

2 

3700 

3 

4400 

4 

6600 

Ends. 


Length  of 
s:rade. 


Miles  Jeet. 

Miles,  feet. 

7  4640 

7  4640 

8  3860 

4500 

9  2080 

3500 

10  4050 

1  1970 

11  3120 

4350 

12  0740 

2900 

12  5240 

4500 

13  3160 

3200 

13  5280 

2100 

■   14  4780 

4800 

15  2900 

3400 

16  2120 

4500 

16  4620 

2500 

17  3.340 

4000 

18  3060 

5000 

20  0000 

1  2220 

20  1200 

1200 

20  3900 

2700 

21  3420 

4800 

23  0860 

1  2720 

3700 

3700 

4400 

700 

6600 

2200 

4  1180 

2  4340 

Rate  per 
mile. 


20.592 
21.120 
40.000 
40.000 
31.838 
17,582 

9.979 

■  3.484 

8.553 

7.392 

5.280 
1.584 

19.800 
8.791 
6.072 
7.920 

40.000 

23.126 


Level  grade. 

Ascending. 

Ascending. 

Ascending. 

Descending. 

Descending. 

Descending. 

Level  grade. 

Ascending. 

Descending. 

Descending. 

Level  grade. 

Ascending. 

Descending. 

Ascending. 

Level  grade. 

Ascending, 

Descending. 

Ascending. 

Ascending. 

Descending. 

Level  grade. 

Descending. 

Level  grade. 


143 


Table  of  Curves  and  Tangents  on  the  located  line  of  the   Central 


Railroad. 


i 

3 

o 

O 

6 

S 

s 

a 

Length  of 
curve. 

00    - 

l~   > 

-No.  ol  tan- 
gents. 

Commences. 

H 

Miles,  feet. 
900 

o  2 

■S  3 
J3 

1 

Miles,  feet. 
900 

Miles,  feet. 
1  2420 

Miles,  feet. 
1  L520 

Feet. 
6,000 

1 

Miles,  feel. 
Ohio  river 

Miles,  feet. 
900 

2 

7  2167 

7  4375 

2208 

8,000 

2 

1  2420 

7  2167 

5  5027 

3 

9  2380 

9  3080 

700 

5,000 

3 

7  4375 

9  2380 

1  .^285 

4 

10  0500 

10  1200 

700 

1,200 

4 

9  3080 

10  0500 

'2700 

5 

10  3400 
10  4600 

10  4600 
12  1090 

1200 
7050 

1,2.55 

8,000 

5 

10  1200 

10  3400 

2200 

" 

14  0342 

14  4780 

4438 

5,200 

6 

12  1090 

14  0342 

1  45.32 

8 

18  4110 

19  0680 

1850 

8,000 

7 

14  4780 

18  4110 

3  4610 

& 

20  0090 

20  3400 

3400 

6,000 

8 

19  0680 

20  0000 

4600 

10 

22  0990 

22  2840 

1850 

2,000 

9 

20  .3400 

22  0990 

1  2870 

1 
2 

100 
4359 

1000 

5480 

900 
1121 

1,500 
2,000 

10 

1 

9 

22  2840 

Vandalia 

1000 

5480 

23  0990 

100 

4359 

4  1180 

3300 

100 

3359 

3  0980 

Statement  of  work  performed  on  the  Central  Railroad  from  Cairo  city 
daiia,  up  to  the  Qih  November,  1838. 


to    Van- 


i 

Clearing. 

Grabbing  &,  clearing 

Excavation. 

Embankment. 

.  o 

o 

'5'n 

5  5 

■s:§. 

d 

go 

m 

go 

-• 

iS.^ 

- 

H  g^ 

. 

^ 

c^.S 

O 

G?.S 

6 

^•s^ 

s 

o 

|.s^ 

1 

1 

198 

<n924  00 

2 

253 

1,282  66 
33  00 

" 

- 

1,4.33 

$286  60 

3 

3.5 

' 

- 

1,080 

205  20 

4 

258.15 

786  60 

6.85 

$m  16 

414  00 

1,130  80 

367  50 

" 

- 

990 

168  30 

5 

•     6 
7 

296.55 

284 
310 

1,477  06 
2,970  66 
1.956  00 

20.7 

42.40 

13.75 

13,208 

$2,971  79 

37 

4,714 

6  29 

754  24 

8 
IB 

126.5 
102.5 

336  75 
375  83 

2.75 
3.5 

48  96 
87  50 

- 

- 

775 

117  02 

8B 

33 

123  75 

.5 

12  50 

Total  am 

cunt. 

$17,151  17 

p£n^S„Vb;;r;'^/if,!,^™^^^^^^^^  .» m,  c„„. 


144 

Vanpalia,  December  24,  1838. 
Upon  the  recent  receipt  of  the  order  of  the  Board  of  Pf '^  J^ks 
directin.^  me  to  take   charge,   as  principal  engineer,  of  the  Alton  and 
Shawnettown  railroad  in  the   third  circuit  1  repaired  to  that  work  and 
miflp  such  examinations  as  my  brief  time  alloweJ. 

Th  rworkTas  been  placed  under  contract  from  Shawneetown  to 
Equa  v^^^d  Is  in  a  very'forward  state.  I  herewith  present  a  statement 
of  the  amount  of  work  done  to  the  time  of  the  last  estimate. 

The  .Teral  and  fatal  prevalence  of  disease  on  this  line  extending  to 
all  of  the  assistant  engineers,  has  necessarily  prevented  them  from  pre- 
paring Stailed  accounts  thereof.  As  soon  as  possible,  complete  state- 
ments shall  be  prepared  and  presented. 

I  have  the  honor  to  be,  ' 

Your  most  obedient  servant, 

J.  FREEMAN, 
Principal  Engiiieer  Central  and  Alton  and  Shawneetown  Railroad. 


Statement  showing  the  arnount  of  roork  done  on  the  Alton  and   Shawneetown 
Railroad,  in  the  third  circuit,  to  the  22d  of  November,  18^«. 

Grubbing  and  clearing  ten  sections,  incomplete 
Grubbing  and  clearing  main  ditch 
Grubbing  and  clearing  swamp  ditches   - 
41,722.52  yards  excavation  from  road-bed 
2',72'2.85  yards  excavation  from  ditches 
1^348.20  yards  excavation  from  cemented  clay     - 
's'^G.eG  yards  excavation  for  depot  formation 
3.071         yards  excavation  from  rock 
47'92r).68  yards  embankment  moved  lOO  feet       .  - 
2S3.58  perches  rough  masonry  ^  ''•-■.  - 

439.38  perches  dressed  masonry  '.     ,'    .' 

643        perches  stone  delivered 
393        feet  of  stone  delivered  for  hewing  -         ' 

Locust  posts        .  -  -  - 

281.26  rods  of  drain  ditches  for  swamps 
Timber,  foundation  for  culvert 
38      barrels  lime         -  -  '  " 

44,302      feet  b.  m.  timber  for  tressle  work 

Total  amount 


$5,065  00 

30  00 

12  00 

5,838  18 
381  19 

307  44 

81  67 

3,838  75 
7,523  16 

965  65 

2,516  59 

1,115  50 
196  50 

125  37 

21 8  26 

30  00 

52  25 

797  42 

.  29,147  93 

145 


EXHIBIT  No.  IV. 


REPORT    OF    M.  K.  ALEXANDER, 

WITH    ACCOMPANYING    DOCUMENTS. 


V ANDALiA,  Dficemier  3,  1838. 
To  the  Board  of  Commissioners 

of  Public  Works  of  the  State  of  Illinois. 
The  undersigned,  Commissioner  of  the  Board  of  Public  Works  for  the 
fourth  judicial  circuit,  respectfully  submits  to  the  Board  the  following 
report  of  his  proceedings  on  the  several  works  assigned  to  him.  in  special 
charge,  as  acting  Commissioner  thereon,  during  the  last  six  months- 
say  to  the  first  of  the  present  month,  viz. 

Gre.\t    Wabash  River, 

Before  entering  into  any  detail,  it  may  be  proper  to  state  that  since 
thepassage  of  the  internal  improvement  law  of  this  State,  the  State  of 
Indiana  has  added  fifty  thousand  dollars  to  her  former  appropriation  for 
the  improvement   of  this  river,   making  her  appropriation  equal  to  this 

The  contract  for  the  delivery  of  stone  at  the  Grand  rapids,  for  the 
construction^  of  the  lock  at  that  point,  which  was  entered  into  in  the  latter 
part  of  1837,  was  not  prosecuted  with  that  degree  of  energy  and  effici- 
ency that  would  justify  the  Commissioners  in  granting  an  extension  of 
the  time  originally  given  for  the  completion  of  the  work.  The  contracts 
were,  therefore,  a!>andoned  by  the  contractors  after  the  delivery  of  about 
800  cubic  yards  of  rock. 

_  During  the  summer  the  necessary  arrangements  were  made  by  the  en- 
gineer for  letting  the  contract  for  the  dam  and  steamboat  lock  at  the 
rapids  on  the  plan  heretofore  submitted  to  the  Board;  and  on  the  22d 
of  August  last,  the  letting  of  that  work  took  place  at  Mt.  Carmel.  There 
\\'as  muca  competition  in  the  bids  of  contractors  of  the  first  reputation 
in  the  country.  The  work  was  Jaken  by  competent  contractors,  and  at 
lair  prices.  The  contract  price  of  the  work  varies  but  little  from  the 
estimate  of  the  engineer  on  file  in  the  office  of  the  Board,  and  the  aggre- 
gate amount  falls  below  the  joint  appropriation  made  by  the  two  States. 


146 

The  contractors  have  commenced  work,  and  every  assurance  is  felt  that 
this  improvement,  with  which  is  identitied  the  interest  and  prosperity  of 
one  of  the  richest  and  most  extensive  agricultural  valleys  of  the  west, 
will  be  speedily  prosecuted  to  completion. 

As  soon  as  the  proper  season  arrived,  the  engineer  in  charge  of  this 
work  organized  a  party  and  commenced  a  thorough  examination  and 
survey  of  the  river  from  the  foot  of  the  rapids  to  its  junction  with  the 
Ohio;  and  the  extraordinary  low  stage  of  water  which  has  prevailed 
during  the  autumn,  atTordcd  great  facility  in  ascertaining  the  nature  and 
extent  of  the  obstructions  to  the  navigation.  His  report  of  this  survey 
and  examination  is  daily  expected,  and  will,  on  its  receipt,  be  laid  before 
the  Board.  A  very  full  and  interesting  report  of  the  obstructions  at  the 
Grand  rapids,  and  the  necessary  improvements  to  overcome  these  ob- 
structions, has  already  been  made  by  the  engineer  on  that  work,  as  well 
as  the  estimated  cost  of  the  same,  which  are  on  tile,  and  to  which  you 
are  respectfully  referred  for  information  relating  to  that  important 
work. 

The  amount  of  the  former  appropriations  for  the  improvement  of  this 
river,  which  remained  unexpended  in  the  hands  of  the  Commissioner,  at 
the  time  the  undersigned  took  charge  of  the  business,  as  appears  from  his 
last  settlement,  was^'^r),534  U5,  which  has  been  received  by  the  under- 
signed, and  11951  12  has  been  paid  out  on  contracts  made  by  his  prede- 
cessor, leaving  $4,583  83  to  be  applied  under  the  present  internal  im- 
provement law. 

The  disbursements  on  the  Great  Wabash  river  improvements, 
under  the  present  internal  improvement  laws,  up  to  the^  first  of  this 
month,  so  far  as  vouchers  have  been  received  by  the  undersigned,  are  as 
follows,  viz. 

Paid  by  Thos.H.  Blake,  Commissioner  on  the  part  of  Indiana, foroutfit 
of  engineering  corps,  surveys,  engineering,  &c.  $1,792  61 
On  account  of  engineer's  estimate,  No.  1,  of 

stone  delivered  -  -         -        -         -       4,093  00 


5,885  61 
Deduct  amount  received   (or  a  canoe  and  axe  3  44 


Disbursements  by  the  undersigned  on  the  part 
of  this  State,  for  outfit  of  engineering  party, 
engineering  and  incidental  expenses  3,871  26 

On  account  of  estimate  No.  2,  of  stone  delivered       2,3l6  00 

6,187  26 
Credit  by  axe  and  canoe  sold  -         -  -  3  44 


$5,882  17 


0,183  82 


"Whole  amount  of  disbursements       ■         -         -         •  ^12,065  99 

Drawn  on  foregoing  work  by  special  draft      -        2,316  00 
Paid  over  by  former  Commissioner         -  -        4,583  83 

f  6,899  83 


147 

Eastern   Division  of  the  Southern  Ciiosg  Railroad  from  Alton  to 
Mou^T  Carmel. 

The  graduation  of  eighteen  miles  of  this  work  from  Mt.  Carmel  to  Al- 
bion, which  was  let  on  the  18Lh  of  March  last,  is  in  a  state  of  forward- 
ness, and  there  is  no  doubt  of  its  completion  for  the  reception  of  the 
railway  within  the  time  limited  in  the  contract,  as  several  sections  have 
already  been  completed,  and  given  u[)  by  the  contractors;  and  all  the 
others  are  now  being  efficiently  prosecuted. 

The  contractor  for  the  delivery  of  the  timber  for  the  superstructure 
has  not  progressed  with  his  contract  as  could  have  been  desired;  but 
every  assurance  is  given  of  the  rec[uisite  exertion  to  fulfil  the  contract 
before  the  expiration  of  the  time  liinited  fer  its  completion.  He  alleges 
the  detention  during  the  fall,  occasioned  by  the  failure  to  receive  the  en- 
gine designed  for  the  work,  in  consequence  of  the  continued  low  stage  of 
the  water  during  the  past  season,  and  other  causes  beyond  his  control, 
as  an  apology  for  his  delay  of  the  work,  all  of  which  will  soon  be  re- 
moved; and  the  hope  is  entertained  that  his  promises  to  fultil  the  contract 
in  due  time  will  be  fully  complied  with. 

The  graduation  of  the  Little  Wabash  sections  of  this  road,  embracing 
the  crossing  of  the  river  and  three  miies  of  heavy  work  in  the  vicinity, 
which  were  oidcred  to  be  put  under  contract  at  the  last  meeting  of  the 
Board,  was  let  on  the  I8th  of  October  last.  The  estimated  cost  of  this 
work,  exclusive  of  the  bridging  over  the  river,  was  -  ,521,099  75 
Bridge  abutments  and  other  work  not  let  -  -  7,696  00 


.^31,795  75 


The  firstof  the  ^bove  items  of  work  was  let  to  efficient  contractors  at 
prices  below  the  estimates;  but  the  letting  of  the  masonry  was  deferred 
until  more  minute  examination  could  be  made  for  suitable  materials  for 
the  work 

An  engineering  party  was  organized  in  the  month  of  August  to  make 
the  necessary  examination  and  dehnite  location  of  the  above  portions  of 
the  line,  and  the  whole  route  between  Albion  and  Fatrticld  v^as  minutely 
examined,  in  order  to  arrive  ata  correct  location  of  this  detached  portion 
directed  to  be  let;  and,  from  the  information  collected  in  the  survey, 
very  little  labor  or  expense,  hereafter,  will  be  necessary  to  prepare  the 
whole  line  lietweenthe  above  mentioned  tov/ns  for  contract.  The  report 
of  the  engineer  definitely  locating  this  portion  of  the  work  is  herewith 
submitted. 

For  more  particular  information  relative  to  the  first  eighteen  miles  of 
this  road  from  Mt.  Carmel  lo  Albion,  whicli  were  put  under  contract  on 
the  8th  of  March  last,  your  attention  is  invited  to  the  report  and  estimate 
of  the  principal  engineer  of  the  southern  district,  of  the  cost  of  this  por- 
tion of  the  work,  which  is  herewith  submitted.  A  tabular  statement, 
showing  the  progress  made  on  this  division  of  that  work,  is  also  submit- 
ted. 

After  completing  the  examinations,  and  the  location  of  the  Little 
Wabash  sections  of  this  road,  as  already  mentioned,  the  same  party  of 
engineers  was  sent  to  the  Kaskaskia  river  division,  to  make  the  definite 


148 

Jocalion  of  the  sections  ordered  by  the  Board  to  bo  let  at  the  crossing  of 
that  river.  The  expenses  of  the  party,  during  their  engagements  in  both 
circuits,  have  been  paid  by  the  undersigned,  and  the  amount  is  included 
in  the  subjoined  account,  viz. 
For  outfit  of  engineering  parties,   and  inciden- 
tal expenses  prior  to  June,  1838         -  $1,931  77 
For  right  of  way,  land  entered,  engineering  and 

incidental  expenses  since  that  date      -  -     4,2l  1   67 


For  construction  prior  to  June,  l838  -  -     4,380  40 

Since  that  date  -  -  -  .    32,412  98 


,143  44 


30,793  3& 


Chargeable  to  tliis  work,  money  drawn  from  the 

acneral  fund  -  -  -  -  858  73 

D 

M3,795  .55 


Drawn  on  the  foregoing  work  in  cash  -  -  -  f  20,000  OO 

By  special  drafts  .  .  „  -  -  9,166   19 


129,166  19 


Great  Western  Mail  Route. 

The  contracts  on  the  eastern  division  of  this  work,  which  w^ei  e  let 
prior  to  the  last  meeting  of  the  Board,  were  confined  principally  to  the 
Purgatory  swamp,  the  Little  Wabash  river  bottom,  and  'bottom  land, 
and  the  bridging  of  some  other  streams  on  the  route.  These  portions 
of  the  road  being  subject  to  inundations,  the  operations  of  the  contrac- 
tors wore  seriously  retarded  by  the  fioods  which  occured  in  the  spring 
and  early  part  of  the  summer;  and,  subsequently,  by  the  unusual  degree  of 
sickness  which  has  prevailed  at  these  points  during  the  summer  and 
fall  months.  To  these  unavoidable  causes,  the  delay  which  has  taken 
place  on  these  contracts  is  chiefly  to  be  attributed,  and  the  consequent 
inability  of  the  contractors  to  complete  the  work  by  the  fiist  of  Novem- 
ber last,  agreeably  to  contract.  The  several  jobs  which  were  to  have 
been  completed  on  that  day  are,  however,  in  a  state  of  forwardness: 
and  the  contractors  are  considered  fully  responsible  and  disposed  to 
progress  with  the  work  as  rapidly  as  circumstances  will  allow^;  and  assur- 
ance is  felt  that  the  jobs  will  be  completed  early  in  the  spring. 

In  the  month  of  August  last  all  the  remaining  portions  of  this  road, 
not  previously  let,  were  put  under  contract,  and  the  work  is  now  pro- 
gressing. The  contract  prices  of  these  jobs  cannot  be  ascertained  pre- 
cisely, as  it  will  depend  I'lpon  the  amount  of  work  directed  to  be  done  an 
the  respective  contracts.  The  contracts  arc  specific  as  to  the  price  of. 
each  item  of  work  embraced,  but  with  a  reservation  to  the  agents  of 
the  State  to  direct  what  specific  portions  of  the  work  shall  first  be  execu- 
ted by  the  respective  conti actors.     It  is  supposed,  from  the  estimates  of 


149 

the  engineer,  that  the  appropriations  will  be  sufficient  to  bridge  all  the 
streams,  and  construct  causeways  over  the  bottom  lands;  and  also  to  put 
in  good  travelling  condition  the  residue  of  this  road. 

The  present  bridges  over  the  Embarrass  river,  at  Lawrenceville,  and 
oyer  the  Little  Wabash  river  and  Muddy  fork,  in  Clay  county,  are  indi- 
vidual property.  As  the  jobs  of  work  immediately  contiguous  to  these 
bridges  will  require  a  large  expenditure  to  execute  them;  and  as  it  will 
be  necessary  that  they  should  i>e  kept  constantly  in  repair  by  the  State, 
they  would  seem  to  be  the  proper  point  for  the  erection  of  toll-gates — 
and,  consequently,  it  is  highly  expedient  that  the  State  should  own  them 
in  connection  with  the  ro'ad.  The  suggestion  is,  therefore,  respectfully 
submitted,  whether  there  should  not  be  an  application  to  the  Legislatur<; 
for  •uithority  to  enable  the  Board  to  purchase  or  otherwise  procure  the 
control  of  these  bridges  for  the  use  of  the  State.  It  is  also  worthy  of 
remark  that  the  bridge  over  the  Little  Wabash,  as  at  present  constructed, 
forms  a  serious  obstruction  to  the  navigation  of  that  river.  The  bridges 
over  the  Big  Muddy  and  the  Little  Wabash  rivers  .ire  on  a  very  cheap 
planof  construction,  and  being  in  r.ither  a  dilapidated  state,  will  soon 
require  rebuilding;  consequently  the  value  of  the  vested  rights  of  their 
owners  in  keeping  toll-gates  at  these  sites  would  be  the  principal  mat- 
ter to  be  adjusted  by  the  agents  of  the  State.  At  the  letting  of  contracts 
on  the  ISth  of  August  last,  very  favorable  bids  were  received  from  an 
efficient  and  practical  bridge  builder  for  the  erection  of  new  bridges 
over  the  two  last  mentioned  streams;  but  owing  to  the  existing  rights  of 
the  owners  of  these  bridges,  these  bids  were  suspended  until  the  action 
of  the  Board,  or  the  Legislature,  could  be  had  on  the  subject  of  those 
rights. 

For  a  detailed  description  of  the  work  already  done,  and  of  that  ne- 
cessary to  be  done  on  this  road,  and  the  probable  cost  of  the  same,  you 
are  referred  to  the  accompanying  tables,  drawings,  profiles,  and  esti- 
mates of  the  engineer;  and  also   those  now  on  file  in  the  office. 

The  Purgatory  division  of  the  western  mail  route  embraces  ihe  flat 
country  lying  between  the  Wabash  and  Embarrass  rivers — a  distance  of 
about  seven  miles.  A  considerable  portion  of  this  delta,  between  these 
two  rivers,  is  subject  to  inundation  during  floods.  The  Great  "^^^abash, 
during  its  higher  stages,  discharge?  through  a  low  depression  in  its  west- 
ern bank,  some  miles  above  Vinccnnes,  which  is  called  Bellgrave;  and 
the  whole  of  the  flat  country  between  this  point  and  the  mouth  of  the 
Embarrass  river  is  flooded  by  the  waters  of  the  Great  Wabash.  This 
subjects  the  embankments,  which  are  made  to  elevate  the  road  above 
high  water  mark,  to  the  action  of  the  current  and  waves  of  a  great  ex- 
panse of  water,  and  renders  the  prospect  of  making  a  permanent  improve- 
ment very  doubtful,  without  great  expense.  It  is  suggested,  thcrelore, 
that  the  best  and  mcfst  economical  plan  of  effecting  a  substantial  im- 
provement over  this  part  of  the  road,  would  be  to  construct  a  levee  at 
Bellgrave,  to  exclude  the  floods  of  the  Wabash.  This  plan,  if  carried 
into  effect,  would  reclaim  a  large  tract  of  valuable  land,  and  increase  the 
healthfulness  of  the  country;  and  would  render  any  improvement  made 
on  the  road  entirely  permanent.  It  is,  therefore,  respectfully  suggested 
to  the   Board,  that  tho  propriety   of  constructing  this  levee  be  also  laid 


150 

before  the  Legislature.  As  much  of  the  land  as  this  improvement  would 
reclaim  belongs  to  the  General  Government,  and  without  it,  would  so 
rca^ain,  it  is  but  .-easanable  to  presume  ihat,  upon  proper  representation 
bein^  made  to  Congress,  through  the  Legislatures  of  Illinois  and  Indiana, 
(both  States  as  well  as  the  General  Government  being  mutually  inter- 
ested in  the  great  western  mail  route,)  that  a  portion  ot  these  inunc'ated 
lands  would  be  granted  to  effect  the  improvement  coatemplated. 

The  amount  expended  by  the  undersigned  on  the  Purgatory  swamp 
division  of  this  road,  is  as  follows,  viz: 

Prior  to  June,  1838  -  -  •  |5,129  76 

Since  that  date  -  -  "        ^      V{^^  16 

Chargeable  to  this  work  from  the  general  fund    _^^_l^^.^^^2  2l 

The  disbursements  on  the  Little  Wabash  bottom  sections 
are  as  follows,  viz: 

Prior  (o  June,  1838  -  -  "  ^4,353  47 

Since  that  time      -  -  -  Sj'J^i  J|1 

Chargeable  from  general  fund      -  -  119^ 

The  residue  of  disbursements  chargeable  to  the  general  ap- 
propriations for  this  work,  has  been  made  on  that  part  of 
the  work  lying  east  of  the  Marion  couoty  line,  and  is  as  fol- 
lows, viz: 

For  construction  prior  to  June    last  -         |i,8Uo  24 

Since  that  time         -  -  -  -  3,484^ 

6,287  2? 
For  engineers,  superintendents,  &c.  on 
the  uhole  eastern  division  prior  to 
June,  1838  -  -  $IS0  24 

Since  that  date  -  -  L347  38  - 

Charseable  from  general  fund  1^0  29 

^  ^  1,683  91 

7,971    18 

Whole  amount  of  moneys  expended  on  this  work  J28,I76  95 

Drawn  by  tl:e  undersigned  on  the  foregoing  work,  in  cash  34,000  00 
By  special  drafts  -  -  -  -  *     -    J^_!^ 

^36,595  76 

Central  Branch  Railroad. 

The  grading  on  the  eastern  division  of  this  work  has  been  efficiently 
prosecuted.  Several  sections  have  been  finished  and  delivered  up  by 
the  contractors,  and  the  remainder  is  so  far  advanced  as  to  require  but 
a  short  time  next  spring  to  complete  the  whole  work;  as  the  remaining 
work  to  be  executed  is,  for  the  mosc  part,  of  a  description  that  can  be 
carried  on  during  the  winter.  The  contract  for  the  delivery  of  materi- 
als for  the  superstructure  is  progressing  satisfactorily;  and  from  the  pres- 
ent indications  no  reasonable  doubt  can  be  entertained  of  a  faithful  exe- 
cution of  the  engagement  of  the  contractors. 


151 

The  grading  of  the  two  miles,  embracing  the  crossing  of  the  Embar- 
rass river  in  Coles  county,  which  was  ordered  by  the  Board  at  their  June 
meeting  to  be  put  under  contract,  was  let  to  efficient  and  responsible 
contractors,  and  the  work  has  been  commenced  and  is  progressing. 
The  letting  of  the  stone  work  for  the  bridge  was  suspended  for  the  pur- 
pose of  submitting  to  the  Board  the  question,  whether  foundation  piers 
or  abutments  shall  be  adopted.  It  is  represented  by  the  engineers  who 
have  been  employed  on  that  work,  that  the  prospect  is  favorable  for 
procuring  a  good  quality  of  stone  in  the  vicinity  of  the  work.  Yet,  un- 
der the  most  lavorable  circumstances,  the  quantity  required  to  carry  the 
stone  work  up  to  the  grade  line  of  the  road,  is  so  great  that  it  must  ne- 
cessarily swell  the  cost  of  the  work  to  a  very  considerable  amount. 
The  disbursements  on  this  road  up  to  the  1st  instant,  are  as  follows,  viz: 
For  outfit  of  party  of  engineers  locating  from  the  Wabash 
river  to  Shelbyville,  including  all  other  incidental  expenses 
prior  to  June,  1838         -  -  -  .   $1,831   15 

Since  that  date  -  -  -  -      2,124  4l 


For  construction  prior  to  June   last  -      4,772  64 

Subsequent  to  that  date  -  -  -    34,970  03 

Chargeable  to  this  work  from  general  fund    -      4,5U4  82 


$■6,955  5(3 


44,247  49 


Total      .  -  -  -  -  51,203  05 

Drawn  on  the  foregoing  work,  in  cash  -  50,000  00 

By  special  draft  to  contractor  -  -  1,155  25 

$51,155  25 

Northern  Cross  Railroad. 

None  of  the  contracts  for  the  graduation  on  this  line  have  been  com- 
pleted and  the  work  delivered  up  by  the  contractors,  although  several 
sections  are  finished,  as  a  number  of  sections  are  embraced  in  one  con- 
tract, and  it  requiring  a  completion  of  each  and  every  section  before  the 
contract  can  be  considered  completed  and  the  work  received.  The 
heavy  work  at  the  crossing  of  the  Vermilion  river  is  in  the  hands  of 
efficient  contractors,  and  every  expectation  is  entertained  that  the  work 
will  be  executed  in  a  skilful  and  substantial  manner  and  in  proper  season. 

The  contract  for  the  delivery  of  timber  for  the  superstructure  of  the 
railway  has  been  abandoned  by  the  contractors,  and  will  have  to  be 
relet  by  the  acting  Commissioner  before  any  thing  more  will  be  done  on  it. 

Before  giving  the  disbursements  on  this  road,  you  will  allow  me  to 
suggest  to  the  Board  the  propriety  of recommmending  the  adoption  of 
some  measure  to  secure  the  extension  of  this  road  and  also  of  the  Central 
branch  railroad  to  the  Wabash  river.  The  importance  of  making  imme- 
diate provision  for  the  extension  of  these  two  great  works  from  the  State 
line  to  the  Wabash  river,  and  thus  connect  them  with  the  Wabash  and 
Erie  canal,  is  obvious  from  the  fact  that  the  portions  of  these  roads  now 
under  construction  cannot  be  profitable  to  the  State  until  these  connect- 
ing links  are  made.     Three  plans  have  suggested   themselves  to  me  for 


152 

effecting  this  object;  first,  and  perhaps  the  preferable  one,  to  ask  Indiana 
to  undertake  the  work  and  own  and  control  it;  the  second  is,  to  ask  of 
Indiana  the  right  of  way  for  this  State  to  extend  these  roads  and  add 
them  to  our  system;  and  the  third,  and  least  desirable  is,  to  effect  these 
essential  connections  by  chartered  companies,  under  the  Legislature  of 
Indiana. 

The  disbursements  on  this  (Northern  Cross)  road,  are  as  follows,  viz: 

For  outfitting  engineering  party  to  locate  the  line  of  road 

from  the  State  line  to  Decatur,including  incidental  expenses, 

prior  to  June,  f  838         ...  -    |4,413  27 

Subsequent  to  that  date  -  -  -      1,720  88 


For  construction  -  -  -  -    32,436  18 

Chargeable  to  this  vyork  from  the  general  fund     3,710  52 


|6,134  15 

36,146  70 
42,280  85 


Drawn  on  the  above  work        -  -  -  45,640  26 

Central  Railroad. 

So  much  of  this  line  of  work  as  lies  between  Vandalia  and  Decatur, 
and  which  was  attached  to  the  eastern  district,  has  been  surveyed  and 
located,  and  the  estimates  and  drawings  made  and  filed  in  the  office  of 
the  Board.     The  disbursements  on  account  of  this  work,  are. 

For  outfit   of  engineering  party  and  incidental  expenses, 
prior  to  June,  1838       -  -  -  -  -  $1,798  42 

Since  that  date  -  -  -  -  -  162  50 

Chargeable  to  this  work  from  general  fund     -  -  392  18 


2,353  10 


The  whole  amount  disbursed  by  the  undersigned,  charge- 
able to  the  general  fund,  is  -  -  -  |10,l93  91 
Subject  to  a  douuction  for  horse  and  wagon  sold,  of  175  GO 

Showing  the  actual  amount  distributed  on  the  several  works, 

to  be $10,018  91 

For  a  minute  and  detailed  estimate  of  the  cost  of  the  three  last  men- 
tioned roads,  together  with  the  necessary  depots,  damage  for  the  right 
af  way,  engineering,  contingent  expenses,  &c.  &c.,  your  attention  is  di- 
rected to  a  report  of  the  principal  engineer  of  the  eastern  engineering 
district,  made  on  the  first  of  last  June,  and  which  may  be  seen  on  file 
in  the  office. 

Your  attention  is  also  invited  to  an  interesting  and  detailed  tabular 
statement,  showing  the  progress  made  by  contractors  on  the  portions  of 
the  Central  Branch  road,  and  tlie  Northern  Cross  road  which  are  under 
contract,  and  also  the  work  yet  remaining  to  be  done,  as  well  as  various 
other  itemj  of  information  in  relation  to  these  works,  which  is  herewith 
submitted. 


153 
RECAPITULATION. 


Dvawn. 

Disbursed. 

On  Great  Wabash  river,  from  former  Com- 
missioner               -            -    f4,583  83 
Special  draft              -             -       2,316  OO 

$-6,899  83 

29,166  19 
36,995  76 

51,1.55  25 

45,640  26 

8,500  00 

|6,183.  82 

42,936  82 
27  6''4   29 

On  Southern  Cross    railroad, 

in  cash        -             -             -     20,000  OO 
Special  drafts             -            -       9,166  l9 

On  Mail  route,  in  cash              34,000,00 
Special  drafts             -             -       2,595  70 

On  Central  Branch  railroad, 

in  cash        -             -             -     5O,O0O  00 
Special  draft              -             -       1,155  25 

46,698  23 

3S.570  33 
1,960  92 
10,018  91 

On  Northern  Cross  railroad, 

in  cash       -             -             -             - 
On  Central  railroad 
On  the  general  fund             -,            - 

Showing  a  balance  now  on  hand  and  un- 
expended,  of    - 

177,957  29 

173,993  32 
3,953  97 

It  will  appear  from  the  foregoing  that,  on  some  of  the  works,  a  much 
larger  amount  has  been  drawn  than  disbursed,  while  others  are  consid- 
erably in  advance  in  disbursements  of  the  amounts  drawn;  the  cause  of 
which  is,  that  when  funds  have  been  wanted,  they  have  been  drawn  on 
the  work  most  in  arrears,  and  have  been  applied  on  any  of  the  works 
under  the  superintendence  of  the  undersigned,  where  funds  were  needed. 

The  engineering  parties  in  this  judicial  circuit  have  been  reduced  as 
low  as  practicable,  to  correspond  with  'the  limited  operations  of  the 
contractors  during  the  winter  months  on  the  several  works  under  his 
charge. 

It  was  expected  by  the  undersigned,  at  the  time  of  his  last  report,  that 
all  the  plans,  profiles  and  drawings  belonging  to  the  eastern  engineering 
district,  would  have  been  comp'cted  by  this  time;  but,  owing  to  sickness 
and  other  causes,  the  draughtsman  has  several  times  been  required  to 
leave  the  office  and  perform  field  duties;  in  consequence  of  which  some 
of  the  drawings  are  yet  unfinished.  They  will,  however,  all  be  comple- 
ted in  time  for  field  operations  in  the  spring. 

All  of  which  is  respectfully  submitted. 

M.  K,  ALEXANDER, 
Commissioner  Board  of  Public  Works  Fourth  Judicial  Circuity  HL 


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156 

Report  of  David  Burr,  Engineer^  of  Indiana, 

Mount  Carmel,  Illinois,  JVovember  28, 1838. 
To  Gen.  M.  K.  Alexander  and  Col.  Thos.  H.  Blake,  Co7n'rs. 

Gentlemen:  In  obedience  to  the  instructions  I  have  received  from 
you,  growing  out  of  my  engagements  of  the  24th  June  last,  to  take  charge 
of  the  improvements  contemplated  in  the  Wabash  river,  I  proceed  to  lay 
before  you  a  report  of  the  measures  taken  to  advance  that  object. 

Immediately  after  the  24th  of  June  last,  I  repaired  to  this  place,  as  the 
pomt  presenting  the  most  formidable  obstacles  to  be  overcome,  to  which 
I  had  been  particularly  directed  as  the  field  for  operations,  and  commen- 
ced a  general,  though  cursory,  examination  of  the  country  in  the  vicinity 
of  the  Grand  Rapids,  and  the  river  from  Vincennes  to  the  Ohio. 

The  operations  now  pressing  forward  in  so  many  rivers  in  Kentucky 
and  Pennsylvania,  in  preparing  them  for  an  uninterrupted  navigation 
of  steamboats,  appear  to  point  to  that  mode  as  the  ultimate  means 
which  will,  at  no  long  period,  be  resorted  to  for  all  the  large  tributaries 
of  the  Ohio.  With  this  distinctly  in  view,  it  was  deemed  necessary,  as  a 
preliminary  step,  before  a  plan  could  be  adopted  with  judgment,  to  form 
opinions,  approaching  at  least  to  correctness,  of  the  practicability  for 
improvements  below,  and  the  kind  which  would  ultimately  be  used;  so 
that  the  plans  devised  for  the  Grand  Rapids  might  be  in  ke'cping  and  har- 
mony with  those  which  at  some  future  period  may  be  constructed  be- 
tween this  place  and  the  Ohio. 

With  slight  exceptions,  from  Delphi  to  within  ten  miles  of  the  junction 
with  White  river,  the  Wabash  has  a  mild  current,  of  good  width,  and 
tolerably  well  defined  banks,  which  confine  the  waters  to  their  natural 
bed,  except  in  time  of  floods. 

Below  White  river,  evident  changes  are  perceptible;  the  stream 
becomes  expanded  to  something  like  double  its  former  width,  its  course 
more  serpentine— it  crosses  its  lowest  valley  from  side  to  side,  which  is 
from  three  to  eight  miles  wide,  and,  in  traversing  the  valley,  changes  its 
course  frequently;  forms  cut-oflTs  in  the  bends  ofdhe  rivers,  and  rolls  wiih 
its  current  vast  volupies  of  sand.  Between  White  river  and  Ohio,  the 
sand  rock  of  the  country  is  found  in  the  river  bed  at  three  places,  viz: 
Coffee  island,  and  at  the  Little  and  Grand  Chains,  and  forms  the  ripples 
which  have  been  improved  by  Messrs.  Gardner  ond  Mundy.  At  these 
places,  where  the  rock  occurs,  the  river  is  susceptible  of  almost  any  kind 
of  improvement  which  the  extensive  and  increasing  trade  of  the  country 
may  require.  The  great  value  of  the  trade  of  the  v^alley  of  the  Wabash 
would  in  a  short  time  induce  a  slack-water  navigation  of  the  river  for  the 
uninterrupted  business  of  steamboats,  if  it  were  practicable  to  make  each 
animpfovement:  but  however  desirable  such  an  object  may  be,  it  is 
problematical  at  least— from  the  character  of  the  country  overflown, 
in  time  of  floods,  from  three  to  eight  miles  in  width,  with  the  bed  of'  the 
streanri  constantly  changing,  and  its  current  rolling  volumes  of  sand  suffi- 
cient in  a  few  years  to  fill  up  its  entire  bed  for  a  long  distance — whether 
such  a  river  can  be  generally  converted  into  pools7or  slack-water  navi- 
gation.  In  such  an  event  it  is  doubtful.  The  process  of  filling  up  the  pools 
would  go  on  rapidly  for  a  few   years;  and   then  to  find  way,  the  river 


157 

would  seek  a  new  channel,  and  leave  such  works  as  had  been  constructed 
on  dry  ground. 

Although  the  probabilities  are  adverse  for  the  grand  improvement  of 
the  Wabash,  by  means  of  slack-water  navigation  in  its  whole  length,  it 
is  certainly  possible  at  some  period,  of  time,  that,  at  the  shoals  where  the 
rock  occurs,  works  of  this  kind  may  be  erected;  and  this  consideration, 
although  remotely,  had  some  weight  in  determining  the  plan  for  the 
works  at  the  Grand  Rapids. 

The  Wabash  below  White  river,  for  the  small  class  of  Ohio  steamboats, 
is  navig:ible  the  greatest  length  of  time  in  each  year,  and  for  a  much 
longer  period  than  it  is  above,  owing  more  to  the  shoals,  from  the  Grand 
Rapids  to  Little  Rock,  than  want  of  water  from  thence  to  La  Fayette. 
Mar.y  inquiries  relative  to  the  length  of  time  during  which  the  ordina- 
ry steam  navigation  is  used  yearly  on  the  river,  have  been  made,  above 
and  below  the  confluence  of  Wliite  river;  but  from  the  conflicting  state- 
ments, it  is  difficult  to  form  a  correct  opinion — the  time  varies,  doubtless, 
in  different  years.  During  the  present,  there  can  have  been  but  little  or 
no  time  when  the  water  has  been  too  low  for  small  steamboats  to  ascend 
the  river  to  the  rapids.  A  steamboat  of  ordinary  light  draft  came  there 
the  last  of  October,  when  the  water  was  depressed  as  low,  probably,  as 
it  has  been  at  any  time  this  season.  If  it  could  have  ascended  the  rap- 
ids, it  might -liave  made  way  for  a  longdistance  up  the  river.  From  the 
best  sources  of  intelligence  that  could  be  obtained,  it  is  believed  that, 
when  the  improvements  at  Grand  Rapids  shall  be  completed,  it  will 
add  three  months,  at  least,  in  each  year,  to  the  lime  in  which  steamboats 
can  now  ascend  the  Wabash  above  the  confluence  of  White  river. 

The  obstructions  pro;:osed  to  be  remedied  by  the  the  present  improve- 
ments, are  the  series  of  shoals  and  rapids  commencing  one  mile  above 
the  junction  of  White  river — 1st.  The  Grand  Rapids — descending 4  feet, 
in  half  a  mile. — 2d.  The  Hanging  Rock  rapids,  2i  miles  t>om  the  foot 
of  the  Grand  Rapids — descent  I  ibot  seven  inches  in  half  a  mile. — 3d. 
Craon's  ripple  and  the  rapids  at  Ramseys'  and  Beedlo's  mills,  are  next 
in  s  iccession,  four  and  a  half  miles  from  Hanging  Rock — descent  3  feet 
2  inches  from  the  surface  of  the  water  above  tiie  dam  to  Hanging  Rock, 
the  greatest  part  of  Ajvhich  is  within  three-fourths  of- a  mile  of  the  dam. 
4th.  Little  Rock  rapids,  from  the  head  of  which,  in  half  a  mile,  is  a  de- 
scent of  one  toot  and  three  inches;  making  in  all  a  descent  of  ten  feet. 
The  water  oa  the  Little  Rock  shoals  varies  in  depth,  in  low  water,  from 
four  tt)  one  and  a  half  feet. 

In  running  the  line  of  level?,  the  point  of  high  watermark  was  as- 
sumed as  the  base  line  at  the  foot  of  the  Grand  Rapids,  21.57  feet  above 
the  surface  of  the  water  when  the  levels  were  taken. 

The  highest  point  of  rock  on  the  shoals  at  LUtle  Rock  was  12.97  feet 
below  the  base  line';  and  in  contemplating  the  proposed  work,  to  give 
three  and  a  half  feet  depth  of  water  over  the  reck,  the  surface  of  the 
river  must  be  raised  to  a  point  9.47  feet  above  said  base  line,  or,  in  even 
numbers,  to  nine  feet  six  inches,  which  will  be  the  point  to  which  the 
weir  or  comb  of  the  dam  will  be  raised   when  it  shall  be  built. 

To  determine  the  bent  plan  of  overcoming  this  descent  in  the  river, 
several  plans  other  than  that  of  one  dam  and  one  lock,(the  plan  adopted) 


158 

suggested  themselves.  The  first,  if  found  practicable,  was  to  introduce  a 
feeder  from  White  river  on  ground  suliiciently  elevated  to  lock,  by 
means  of  a  canal,  into  the  Wabash  above  and  below  the  rapids,  and  leave 
the  bed  of  the  river  in  its  natural  state,  free  for  the  great  amount  of 
trade  passing  in  in  flat  and  steamboats;  another  plan  to  make  a  canal 
from  the  upper  part  of  the  rapids,  deep  enough  to  be  fed  without  throw- 
ing a  dam  across  the  Wabash,  and  in  that  manner  leave  the  river  free; 
a  fhird  one,  to  erect  a  dam  at  Hanging  Rock  to  supply  a  canal  to  Hie 
foot  of  the  rapids. 

A  slight  examination  sufficed  to  show  the  impracticability  of  the  first 
and  the  inexpediency  of  the  two  last.  The  cost  of  construction  was 
enough  to  decide  the  question:  but  if  they  could  have  been  made  for  a 
^  much  less  sum,  it  is  doubtful  whether  they  should  have  been  adopted. 
The  steamboat  trade  of  ttie  Wabash  is  mimensely  valuable,  and  this 
cannot  be  well  accommodated  in  a  canal.  The  agitatioh  of  the  waters 
produced  by  the  motion  of  the  steam  vessels  induces  the  necessity  of 
paving  the  banks  with  stone,  which  injures  the  boats  in  their  passage 
through  them.  Canals  are  obviously  too  narrow  for  the  free  operation  of 
steamboats,  whose  motion  in  them  is  so  constrained,  and  thei;- progress 
so  much  impeded,  that  the  uifaty  of  navigatnig  canals  by  the  agcnc}.  of 
steam  is  a  doubtful  and  unsettled  question.  The  first  of  these  canals 
would  have  been  over  seven  miles  in  length,  the  latter  over  two. 

These  considerations  were  deemed  sulficient  to  determine  that  the  pro- 
posed works  at  the  Grand  Rapids  should  be  by  means  of  locks  and  dams 
across  the  Wabash,  of  the  necessary  height  to  give  sufficient  depth  of 
water  for  boats  to  pass  at  all  times  the  shoals  and  rapids  in  the  first 
eleven  miles  above  the  mouth  of  White  river;  and  whether  one  lock  and 
one  dam  should  be  used  for  that  purpose,  or  two,  was  the  only  question 
which  remained  undecided. 

The  height  the  waters  require  to  be  raised  at  the  lower  termination 
of  the  raoids,  near  White  liver,  to  give  three  and  a  half  feet  over  the 
highest  p'oint  of  the  river  bed  at  Little  Rock,  in  the  lowest  stages  of 
water,  is  twelve  feet.  This  height,  on  a  good  foundation,  such  as  will  be 
used,  is  not  too  great  to  render  a  dam  unsafe;  and  as  a  single  dam  and 
lock  are  more  economical  and  more  convenient  than  to  surmount  the 
same  rise  of  water  by  means  of  two,  the  use  of  one  only  should  be  pre- 
ferred, provided  the  country  is  sufficiently  elevated  to  sustain  that  height 
of  wat'ir  against  the  banks  of  the  river. 

In  the  event  of  building  two  dams,  the  site  of  the  upper  one  would  be 
at  the  Hanging  Rock— the  lower  one  near  the  foot  of  the  Grand  Rapids. 
The  two  sites  are  about  two  miles  apart,  and  the  water  from  the  upper 
site  to  the  extremity  of  the  pool  in  the  river  above  would  be  at  the  same 
elevation  whether  one  or  tsvo  dams  should  be  erected.  The  only  dilfer- 
ence  to  the  adjacent  country  in  relation  to  the  height  of  the  water  is  for 
the  distance  between  the  two  dams,  which  does  not  exceed  two  miles, 
and  this  diiference  in  the  height  of  the  water  would  not  be  greater  than 
three  and  a  half  feel;  for,  in  order  to  give  the  necessary  depth  over 
the  rocks  for  steamboats  to  enter  the  lock  at  Hanging  Rock  dam,  a  con- 
siderable portion  of  it  would  have  to  be  submerged  by  the  lower  one.  A 
dam  at  the  foot  of  the  rapids,  to  overcome  the  obstructions  in  the  i  ivcr  to 
Hanging  Rock,  and  to  secure  a  sufficient  depth  of  water  to  carry  boats 


159 

safely  into  the  second  look,  would  be  seven  and  one-half  feet  in  height 
above  the  suiiace  of  the  river;  and  to  overcome  ail  the  obstacles  pro- 
posed to  be  remedied,  less  than  ten  and  a  half  leet  above  the  surlace 
of  the  water  where  the  dam  will  be  built. 

The  greatest  part  of  the  descent  of  the  Grand  Rapids  is  within  half 
a  mile  of  the  dam,  so  ihat  the  height  to  which  the  waters  arc  raised  above 
their  natural  bed  is  diminished  four  feet  in  that  distance.  The  banks  are 
high  enough  to  confine  the  waters  within  them,  except  at  the  highest 
floods,  during  which  the  country  is  overflowed  for  miles  in  extent,  with 
the  exception  of  a  few  insulated  points  of  sand-rock  ridges,  which  appear 
like  islands  in  the  surrounding  waters. 

The  difference,  therefore,  in  the  heigth  to  which  the  surface  of  the 
river  will  be  raised  by  the  use  of  one  or  of  two  dams  is  inconsiderable, 
not  exceeding  three  and  a  half  feet  for  two  miles  in  distance;  but  to  ob- 
viate all  objections  on  that  account,  in  the  estimates,  the  cost  of  making 
guard-banks  from  the  lower  to  the  upper  dam  sites,  on  each  side  of  the 
river,  has  been  calculated  and  provided  for.  The  ditFerence  in  the  height 
of  the  lock-gates  and  walls,  on  the  plan  of  two  dams,  would  have  been 
three  feet  less  than  in  one,  provided  the  walls  had  been  left  at  ten  feet 
above  the  weirs  or  combs  ot  the  dams,  and  sometimes  submerged  in  the 
W£ters  of  high  floods;  which,  although  avoided  in  the  plan  adopTed,  would 
not  have  rendered  the  works  unsafe;  with  the  banks  raised  to  the  prop- 
er height  and  well  protected,  and  when  the  water  was  at  that  hei<4it, 
the  dams  would  have  made  no  obstruction  to  the  passage  of  boats. 

It  is  believed  that  all  the  advantages  which  can  be  claimed  for  two 
dams  over  one,  are  summed  up  in  these  items  of  the  height  of  the  water 
and  the  height  of  the  lock-gates  and  walls — both  are  inconsiderable. 

But  the  plan  of  one  lock  and  one  dam  is  preferable  on  account  ol' pro- 
ducing less  delay  and  injury  to  steamboats  to  pass  one  lock  than  to  pass 
two;  of  less  delay  of  landing  flat  boats  and  the  hazard  of  being  drawn 
over  the  dam  in  the  descending  trade  of  the  river;  of  an  increased 
amount  of  water-power,  and  greater  economy  in  the  cost  of  construction. 
It  is  usual  to  allow  three  feet  for  head  and  fall  in  building  mills.  On  the 
plan  of  two  dams,  the  dilfcrencc  in  the  surface  of  the  water  at  Hanging 
Rock,  above  and  below  the  dam,  would  have  been  only  three  feet,  and 
therefore  valueless  for  practical  purposes.  The  available  water-power  at 
the  lower  site,  six  feet  on  the  same  plan;  but  with  one  dam  and  one 
lock,  the  available  water  power  will  be  nine  feet  fall;  therefore,  if  two 
dams  and  two  locks  could  have  been  constructed  for  the  same  cost,  the 
single  plan  ought  to  have  been  preferred.  The  cost  of  two,  however, 
would  have  greatly  exceeded  the  cost  of  erecting  one.  For  comparison: 

Plan  of  two  dams  and  two  locks — 
Cost  of  dam  and  lock  at  foot  of  Grand  Rapids         •         -      ^138,825  93 
Cost  of  dam  and  lock  and  dam  at  Hanging  Rock     -         -         132,782  60 


271, COS  53 


Plan  of  one  dam  and  one  lock. 
Cost  of  dam  and  lock  near  the  foot  of  Grand  Rapids         -         16G,928  55 

Difference 101.079  9S 


160 

The  plan  of  one  dam  and  lock  was  adopted,  not  only  on  account  of  the 
great  difference  of  cost  in  its  favor,  but  also  of  its  greater  utility.  The 
height  of  the  dam  will  bfi  sufficient  to  give  three  and  a  half  feet  water 
over  the  highest  points  in  the  rock  bed  of  the  river  at  Little  Rock  shoals, 
without  taking  into  consideration  the  influence  the  dam  will  have  in 
backing  the  waters  that  distance,  or  for  the  height  the  water  will  stand 
on  the  comb  of  the  dam;  both  of  which  will  probably  be  equal  to  six 
inches,  and  give  a  depth  of  water  of  four  feet  over  the  highest  rocks. 

The  lock  will  be  175  feet  long  and  38  feet  wide  in  the  chamber,  and 
of  the  same  dimensions  as  those  used  in  the  Kentucky  rivers,  which  are 
now  being  improved.  The  lock  is  of  sufticient  capacity,  with  a  rise  of 
two  and  a  half  feet  in  the  river,  to  pass  boats  of  200  tons  burden — the 
size  which  includes  the  most  numerous  class  which  navigate  the  Ohio — 
and  at  all  times  to  pass  boats  drawing  three  and  a  half  feet  water.  The 
gates  will  be  opened  with  capstans.  The  lock  walls  will  be  233  feet  in 
length,  with  piers  of  crib-work  filled  with  stone  and  faced  with  plank,  ex- 
tending 180  feet  in  length  above  and  below  the  lock,  for  protection  walls. 
The  dam  will  be  one  thousand  feet  in  length,  built  with  cribs  of  tim- 
ber, tilled  with^slone  and  covered  with  six  inch  plank.  The  site  is  on 
the  sand-rock  bed  of  the  river,  and  aflbrds  a  good  foundation  for  the 
dam.  The  rock  is  more  firm  and  compact  than  that  which  is  found 
above  water  in  the  vicinity.  Care  has  been  taken  in  the  selection  of  the 
site,  to  place  the  dam  sufficiently  up  the  falls  for  the  agitation  of  the 
water  produced  in  passing  the  dano  to  subside  on  the  rock-bed  of  the  riv- 
er, to  prevent  deep  washing  below — the  formation  of  new  sand  bars  to 
impede  the  navigation,  and  to  prevent  the  structure  from  being  weak- 
ened and  undermined.  The  dam  is  thus  placed  some  distance  pp  the 
falls,  and,  as  a  necessary  consequence,  the  rock,  to  some  extent,  has  to  be 
excavated  below  the  lock.  Tiiis  selection  of  the  site  lessens  the  height 
the  dam  has  to  be  built  about  one  and  a  half  feet,  and  adds  greatly  to  its 
permanency.  This  rise  on  the  rocktakes  place  above  the  point  where 
the  water  will  be  discharged  for  hydraulic  purposes,  so  that  the  fall  se- 
cured by  the  erection  of  the  dam  is  fully  equal  to  12  feet;  9  feef  of  which, 
according  to  the  usual  allowance  of  mill-wrights  for  head  and  fall  races, 
w4!l  be  available  for  machinery,  with  a  supply  of  water  greater  than  can 
be  used  for  many  years  to  come — sufficient  at  least  to  propel  300  run  of 
4J  feet  mill-stones  at  seasons  of  the  lowest  stages  of  water,  and  will  not 
be  impeded  by  floods  more  than  six  weeks  in  a  year. 

The  dam  will  have  some  slight  influence  in  backing  the  waters  of  the 
river  in  medium  floods,  but  this  influence  will  be  small.  In  higher  sta- 
ges of  floods  in  which  the  water  rises  on  the  weir  or  combofa  datr  to 
something  like  one-fifth  part  of  its  natural  height,  thisinfluence  of  back- 
ing the  water  is  altogether  lost. so  that  xi  dam  has  no  cfiect  in  increasing 
the  irise  of  freshets  after  they  swell  to  a  certain  height.  In  such  cases  an 
increase  of  velocity  at  the  place  the  dam  is  situated  is  all  the  difference 
which  can  be  perceived.  The  eflect  on  smaller  rises  of  a  river  must  be 
very  slight;  for  the  water  in  the  pool  of  a  dam  of  miles  in  extent,  in  small 
floods,  moves  with  a  current  that  is  scarcely  perceptible,  and  the  differ- 
ence, consequently,  of  the  elSvation  between  the  terminations  of  the  pool 
must  be  small  indeed. 


161 

The  banks  of  the  river  are  generally  19  or  20  feet  above  its  bed;  and 
at  the  height  of  ordinary  floods,  but  witii  the  exception  of  three  places 
in  the  distance  of  1 1  miles  above  the  mouth  of  White  river,  in  the  high- 
est rises  of  water,  the  whole  valley  bordering  the  Wabash  is  overflowed 
for  miles  in  extent.  The  valley  is  very  level  and  uniform  in  its  surface, 
of  a  tough  clayey  soil  which  affords  a  tolerable  guarantee  against  cut-offs, 
and  the  river  from  forming  new  channels. 

From  the  lock  and  abutments  on  each  side  of  the  river,  guard-banks 
can  be  cheaply  constructed  to  high  ground,  which  never  overflows 
— a  fortunate  circumstance  in  the  location  which  could  not  be  found  at 
any  other  place  within  many  miles»  Almost  immediately  above  the  site 
of  the  lock  on  the  eastern  bank  of  the  river,  a  point  of  land,  20  feet  above 
the  highest  floods,  projects  into  the  stream,  and  forms  a  harbor  where 
boats  may  land  safely  without  danger  ol  being  drawn  over  the  dam. 

This  projection  of  high  ground  is  not  so  abrupt  as  to  make  it  difiicult 
to  pass,  but  at  the  same  time  it  influences  the  current  from  the  point  to 
the  bend  of  the  river  on  the  opposite  side,  and  shields  thereby  the  lock 
from  drift  and  ice. 

The  bed  of  the  Wabash  for  some  distance — several  miles  above  the 
Little  Rock  rapids — is  deep  and  well  adapted  to  become  the  reservoir  of 
the  sand  which  must,  in  the  nature  of  things,  be  deposited  at  the  head  of 
the  pool.  Few  places  on  the  Wabash  could  be  found  so  well  adapted 
for  the  location  of  similar  works,  in  whicli  safety,  convenience,  and  per- 
manance  are  so  well  secured. 

The  lock-walls  arc  designed  to  be  built  of  the  most  durable  materials, 
and  in  the  best  manner,  as  well  as  the  abutments  and  dam.  The  greatest 
amount  of  trade  on  the  Wabash  obviously,  points  to  the  necessity  of  do- 
ing, in  the  best  manner,  whatever  is  done,  so  that  the  work  when  put 
up  will  need  little  or  no  repairs,  or  be  of  doubtful  utility  when  completed. 
The  plan  is  very  similar  to  those  used  in  Kentucky  on  their  public 
works.  Care  will  be  taken  to  have  the  walls  and  gates  of  such  dimen- 
sions that  they  will  be  able  to  resist  the  pressure  against  them;  and  in  the 
height  of  tlie  gates,  that  they  shall  not  exceed  the  limits  in  ordinary  use 
for  large  locks,  so  that  nothing  shuU  be  left  to  conjecturoi  or  the  hazard 
of  an  experiment. 

The  difliculty  of  procuring  stone  of  a  good  quality,  the  Quantity  of 
materials  to  be  collected  at  one  point,  the  uncertainty  of  a  proper  stage  of 
water  for  their  transportation,  and  the  fiecessity  of  havmg  all  the  materials 
ready  and  prepared  on  the  ground  before  a  commencement  of  any  part 
of  the  structures  m  the  water  can  be  made,  induced  the  recommendation 
of  letting  out  the  delivery  of  the  stone  for  the  lock  and  abutment.  This 
lettmg,  for  the  materials,  took  place  on  the  22d  instant,  and  contracts 
taken  by  two  responsible  companies  iov  the  delivery  of  7,000  cubic  yards 
of  stone  by  the  1st  oi  June  next,  atfairprices  for  the  States.  The  contrac- 
tors have  already  engaged  with  spirit  upon  the  business  of  their  contracts, 
and  with  an  activity  which  promises  well  for  their  performance.  The 
prices  at  which  these  contracts  have  been  taken  would  seem  to  insure 
the  completion  of  the  whole  work  within  the  estimates  made-for  its  cost. 

Thus  tar,  building  stone  of  a  good  quality  has  not  been  found  nearer 
Uian  Portersville,  77  miles  by  water, above  the  confluence  of  White  river. 
There  the  quarries  are  fine  for  the  massive  work  for  which  the  materials 

11 


162 

are  required;  none  of  a  suitable  quality  have  been  found  nearer  to  the  site 
of  the  works,  although  diligent  and  laborious  search  has  been  made  for 
that  purpose. 

The  cost  of  the  dam  and  lock  is  estimated  at  $166,928  55.  The  whole 
is  carefully  estimated,  and  put  at  such  prices  as  is  confidently  believed 
will  insure  the  completion  of  the  w^ork  in  the  most  substantial  manner, 
without  exceeding  the  estimates  a  single  dollar. 

Itis  expected  that,  according  to  contract,  the  stone  will  be  delivered  by 
the  1st  of  June  next,  and  that  the  main  contracts  for  building  the  lock 
and  the  dam,  and  abutments,  may  be  let  by  the  16th  of  that  month;  so 
that  the  work  may  be  completed  by  the  first  of  November,  1839. 

Ample  provision  has  been  made  in  the  estimates  for  the  use  of  the 
water-power,  in  the  construction  of  culverts  and  canals  for  the  convey- 
ance and  discharge  of  the  waters. 

So  great  a  power  for  hydraulic  purposes,  created  in  the  heart  of  an 
extensive  wheat  growing  country,  and  adjacent  to  the  beds  of  iron  ore 
abounding  in  the  valley  of  White  river,  cannot  fail  to  insure  to  the  States 
large  profits.  Its  situation  in  a  district  of  country  where  water  privi- 
leges are  extremely  limited,  will  enhance  its  value,  and  being  so  great, 
(and  within  twelve  hours'  voyage  of  the  Ohio)  will  give  it  such  claims  to 
the  attention  of  the  public  as  cannot,  in  the  nature  of  things,  fail  to  pomt 
it  out  as  extremely  well  situated  for  any  kind  of  manufacture  m  which 
water-power  is  essential,  and  induce  it  to  be  extensively  improved. 

In  regard  to  the  profits  to  be  derived  from  the  construction  of  the 
work,  it  will  be  sufficient  to  remark  that,  when  completed,  it  will  pro- 
bably stand  on  more  favorable  ground,  in  relation  to  the  revenues  to  be 
derived  irom  it,  than  any  other  in  cither  of  the  States.  So  soon  as  it 
shall  be  completed,  a  very  moderate  rate  of  tolls  collected  on  the  great 
trade  of  the  Wabash  will  render  it  profitable  in  the  matter  of  revenue. 

But  a  very  short  time  can  elapse  before  the  rents  from  the  water-power 
alone  will  pay  the  interest  on  the  cost  of  construction,  and  keep  up  the 
necessary  repairs  and  attendance.  Leases  for  water-power  in  Indiana 
rent  for  |l50  per  annum  for  privilege  for  propelling  one  run  of  four  and 
one  half  feet  mill-stones,  and  are  readily  sought  for  at  these  prices. 

The  eligibility  of  this  water-power  for  the  manufacture  of  iron  and 
nails,  of  paper,  cotton,  lumber,  and  flour,  cannot  fail  of  making  it  in 
a  short  time  the  source  of  large  revenue  to  the  States.  The  benefits  of 
these  works  to  the  country  can  hardly  be  appreciated.  Great  confidence 
is  felt  that  to  the  present  navigable  portion  of  the  year  on  the  Wabash, 
it  will  add  at  least  three  months  to  that  time,  for  the  upper  part  of  it;  and 
that  when  the  obstacles  to  the  navigation  of  this  section  of  the  river  shall 
be  removed,  there  will  be  more  inducements  for  the  business  of  steam- 
boats in  the  summer  season;  and  that  but  a  very  short  time  in  each  year 
will  be  found,  in  which  light  draft  boats,  suited  to  the  commerce,  will  not 
make  their  regular  trips  from  the  upper  country  to  its  mouth.  Nor  will 
the  benefits  cease  with  the  extension  of  the  navigation  of  the  river,  and 
the  rents  and  tolls  which  will  be  received— the  introduction  of  property, 
the  investment  of  capital  to  a  great  amount  in  manufactures,  will  swell 
the  revenues  of  the  States,  and  add  greatly  to  the  aggregate  of  their 
wealth,  and  to  the  prosperity  and  convenience  of  their  people. 


163 

The  disbursements  made  in  locating  the  work,  examinations  for  stone, 
purchase  of  instruments,  tools,  &c.,  is  ,$1,464  68;  the  one-half  of  which, 
or  the  sum  of  ^732  34,  was  paid  out  of  the  money  furnished  by  each 
Commissioner  of  the  respective  States,  as  per  account,  with  vouchers 
rendered  with  the  plans  and  estimates  in  detail;  which  are  respectfully 
submitted. 

A.  BURR, 
Principal  Engineer  Wabash  river. 


Report  of  Edward  Smith,  Principal  Engineer. 

Railroad  Office, 

Mount  Carmel,  March  7,  1838. 
To  Gen.  M.  K.  Alexander, 

Commissioner  of  the  Board  of  Public  TVorks. 

Sir:  In  obedience  to  your  instructions,  so  much  of  the  eastern  division  of  the 
Alton  and  Mount  Carmel  raih'oad  as  extends  from  Mount  Carmel  to  Albion,  has 
been  definitely  located,  and  prepared  for  contract,  and  I  now  have  the  honor  to 
report  the  following  results  in  relation  thereto.  *• 

After  the  receipt  of  the  order  of  the  Board  of  Public  Works,  directing  the 
above  named  portion  of  this  road  to  be  put  under  contract,  accompanied  by  your 
instructions  to  have  it  ready  for  letting  by  the  eight  of  March  ensuing,  the  "loca- 
ting party,  which  at  that  time  were  engaged  in  preparing  the  western  division  of 
the  same  road  for  contract,  were  removed  to  Mount  Carmsl.  This  party  was 
under  the  charge  of  Mr.  Terril,  and  with  the  exception  of  Mr.  Scheel,  who  re- 
mained at  the  western  office,  and  whose  place  was  supplied  by  Mr.  Seymour,  have 
located  the  work  on  this  division.  It  required  some  two  weeks  after  their  arri- 
val at  Mount  Carmel  to  complete  the  estimates  and  drawings  of  the  western  end  . 
of  the  line,  before  commencing  field  opei'ations  on  this  end.  These  unavoida- 
ble causes  of  delay  postponed  the  commencement  of  the  work  here  until  in  the 
month  of  January. 

The  experimental  lines  on  the  eastern  division  of  Alton  and  Mount  Carmel 
railroad  were  made  in  May  and  June  last,  under  the  then  existing  order  of  the 
Board  of  Public  Works  restricting  the  grades  to  30  feet  ascent  and  descent  in  the 
mile,  with  the  exception  of  that  portion  of  the  line  which  crosses  the  Albion  ridge, 
which,  by  special  instruction,  was  extended  to  40  feet.  These  preliminary  sur- 
veys, therefore,  were  of  little  aid  in  effecting  the  recent  location  which  has  been 
made,  with  a  view  of  benefiting  by  the  recent  order  of  the  Board,  in  reference 
to  extending  the  grades  at  tlie  option  of  the  Commissioners  in  charge  of  each 
respective  work.  The  present  location  occupies  a  route  which  was  impractica- 
ble, within  any  reasonable  cost,  at  a  grade  of  30  feet  to  the  mile,  and  hence,  entire 
new  surveys  and  examinations  were  instituted  on  a  considerable  portion  of  the 
route. 

These  circumstances,  combined  with  the  extreme  inclemency  of  the  weather 
during  the  month  of  February,  have  operated  to  retard  the  progress  of  the  work 
beyond  what  was  anticipated  by  me  when  I  engaged  to  have  the  work  ready  for 
contract  by  the  8th  of  March.  I  however  have  the  pleasure  to  state  that,  not- 
withstanding the  difficulties  and  privations  which  the  party  necessarilv  encoun- 
tered in  their  field  operations,  by  an  assiduity  and  praise-worthy  attention  to  their 
duties,  all  the  necessary  examinations  have  been  made  by  them  to  enable  me  to 
present  you  at  this  time  what  I  deem  to  be  the  most  judicious  definite  location, 


164 

on  almost  the  whole  line  of  work,  together  with  a  minute  estimate  of  the  proba- 
ble amount  and  value  of  the  work  on  each  respective  section  into  which  the  line 
has  been  divided.  There  are  two  or  three  points  on  the  route,  at  which  are  pre- 
sented difficulties  wliich  require  some  further  examination,  to  enable  me  to  decide 
definitely  on  the  precise  location  to  recommend  to  you;  but  the  plansand  profiles'  - 
of  the  line  at  those  points  indicate  the  vicinity  and  character  of  the  work  suffi- 
ciently explicit  to  enable  contractors  to  bid  understandingly  for  the  execution  . 
of  it.  '    _  ..  _  ' 

Without  anticipating  further,  I  will  proceed  with  the  description  of  the  line  of 
work,  and  of  the  country  over  which  it  passes. 

The  location  commences  in  Mount  Carmel,  at  the  bank  of  the  Great  Wabash 
river,  on  the  town  commons,  and  in  a  line  with  the  centre  of  Mulberry  street; 
and  the  ordinary  high  water-mark  of  the  river  is  assumed  as  the  base  of  the  ver- 
tical survey.  From  the  point  of  commencement,  the  line  is  carried  over  the  com- 
mons to  the  intersection  of  Front  street,  at  the  foot  of  the  bluff  upon  which  the 
town  is  situated,  and  from  thence  up  the  centre  of  Mulberry  street.  This  street 
occuDies  a  ravine  which  presents  a  very  favorable  and  cheap  location  to  ascend 
from'  the  river  bottom  to  the  table  land.  Near  the  intersection  of  Fifth  streetj 
the   line  attains  the  lowest  depression  in   the  hill,  at  an  elevation  of  48.4  feel 

above  the  base,  3,800  feet  from  the  river  bank.  Here  a  curve  of feet  radius 

is  resoited  to,  in  order  to  throw  the  line  into  the  centre  of  Sixth  street,  which  is 
attained  near  the  intersection  of  Market  street,  and  is  pursued  to  the  western 
limits  of  Sixth  street.  By  this  arrangement,  the  most  economical  location  is  adop- 
ted, and  at  the  same  time  the  injury  done  to  private  property  is  inconsidera- 
ble in  amount.  The  corporation  having  granted  the  right  of  way,  for  the  rail- 
I'oad,  through  the  commons,  streets,  and  alleysof  the  town,  and  the  resident  pro- 
prietors having  generally  acted  with  the  same  liberality,  the  location  through 
the  town  plat  is  effected  in  a  manner  highly  satisfactory  for  the  interests  of  the 
State. 

After  leaving  the  western  boundary  of  the  town,  the  line  is  curved  gently  to 
the  west,  and  runs,  on  or  near  the  line  of  sections,  to  the  crossing  of  Great-house 
creek,  at  the  distance  of  about  two  miles  from  the  river  bank.  At  the  distance 
of  three  miles  and  24  chains,  the  summit  of  the  dividing  ridge  between  Great- 
house  and  Coffee  creeks  is  attained,  at  an  elevation  of  85. G  feet.  This  ridge 
forms  one  of  the  principal  obstructions  on  the  line;  and  which,  with  two  others 
of  the  same  description,  will  render  it  necessary  for  the  Commissioners  at  the 
letting  to  decide  a  question  of  expediency  and  utility  between  a  sinuous  and 
lengthened  line  of  road,  on  a  low -^rade,  and  a  direct  and  straight  line,  on  grailes, 
at  these  three  points,  exceeding  fifty  feet  to  the  mile.  By  the  present  location, 
this  ridge  is  overcome  by  straight  planes;  the  grade  of  the  plane  on  the  eastern 
slope  being  53  feet,  and  the  first  half  from  the  summit  of  the  v/estern  plane  being 
on  a  grade  of  34  feet,  and  the  other  half,  of  53  feet  to  the  mile.  The  length  of 
the  eastern  plane  is  (5,800  feet,  and  that  of  the  western,  4,900  feet.  In  order 
howe\  er  to  effect  this  design,  a  cut  of  28  feet  in  depth  on  the  extreme  summit  of 
the  ridge,  and  averagings  13.38  feet  in  depth,  for  a  distance  of  1,800  feet,  has  to 
be  encountered.  It  is  supposed  that  rock  may  be  met  with  in  this  cut,  but  the 
shortness  of  the  time  allowed  for  preparing  the  work  for  contract,  and  my  indis- 
pensable engagements  in  other  parts  of  the  district  during  a  part  of  the  winter, 
have  prevented  me  from  instituting'examinations,  which  otherwise  would  have 
been  made  in  referenco  to  the  matter,  both  at  this  and  the  Albion  ridge,  to  be  de- 
scribed in  a  subsequent  part  of  this  report.  ]f  rock  should  occur  at  any  consi- 
derable elevation  in  the  cuts,  (which  fact  will  be  fully  determined  before  the 
work  shall  be  commenced,)  it  is  supposed  that  the  cost  of  the  excavation 
will  not  be  materially  influenced  thereby,  as  the  aggregate  amount  of  material 


165 

to  be  removed  will  be  diminished,  and  also,  the  rock  may  be  of  value  to  the  State 
for  masonry  on  the  line. 

After  passing  this  ridge,  the  line  assumes  the  valley  of  Coffee  creek,  and  pass- 
es over  a  gently  undulating  country,  until  it  reaches  the  dividing  ridge  between 
the  waters  of  Coffee  creek  and  Bon  Pas  river,  on  Mr.  Robert  Piigg's  plantation. 
On  leaving  the  foot  of  the  ridge  between  Greatdiouse  and  Coffee  creeks,  near 
Mr.  Samuel  Rigg's  dwelling  house,  the  line  is  necessarily  subjected  to  a  slight 
curve,  and  thrown  south  of  a  direct  line  to  Albion,  in  order  to  avoid  a  very 
elevated  section  of  the  ridge,  and  assume  a  low  gap  near  Rigg's  house.  The  ele- 
vation is  overcome  by  a  plane  of  2,200  feet  in  length,  and  on  a  grade  of  74.4 
feet  to  the  mile  on  the  easterly  slope,  and  on  the  westerly  slope  by  a  plane  2,400 
feet  long,  and  grade  of  49.10  feet  to  the  mile.  The  depth  of  the  cut  on  the  ex- 
treme summit  is  13.64  feet,  and  averages  6.40  in  depth  for  a  distance  of  1,700 
feet  It  is  worthy  of  particular  remark,  that  the  grades  on  the  eastern  side  of 
the  ridge  can  be  materially  dnninished  and  brought  within  moderate  limits,  by 
resorting  to  a  curved  line,  conforming  to  the  southern  escarpment  of  the  hill  on 
the  south  of  Mr.  Rigg's  dwelling  house,  by  which  means  the  plane  can  be  com- 
menced at  a  much  greater  distance  from  the  summit.  Immediately  after  pass- 
ing this  ridge,  the  line  assumes  the  w^ide  and  level  valley  of  the  Bon  Pas  river, 
and  passes  for  the  most  part  through  or  in  the  immediate  vicinity  of  a  finely  tim- 
bered country.  At  the  distanc  '  of  12  miles  and  55  chains  from  the  Wabash, 
the  Bon  Pas  is  intersected,  and  passed  at  a  f\xvorable  point  for  the  construction  of 
the  bridge,  and  on  a  quarter  section  of  land  owned  by  the  State.  The  country 
west  of  the  river  still  continues  comparatively  level,  but  is  more  open  and  inter- 
spersed with  f\irms  and  prairies.  This  description  of  country  continues  to  withhi 
about  one  and  one-quarter  mile  of  the  summit  of  the  Albion  ridge,  or  about  six- 
teen miles  from  Mount  Carmel.  Here  commences  one  of  the  principal  obstruc- 
tions in  the  vertical  line  of  the  road  which  occur  on  the  whole  line  between  the 
Wabash  and  Mississippi  rivers. 

It  is  not  so  much  to  the  height  of  the  ridge  that  the  obstruction  is  to  be  attiibu- 
ted,  as  to  its  relative  elevation  to  the  level  country  which  approaches  it  within 
so  short  a  distance  of  its  summit.  It  might  be  supposed,  on  cursory  reflection, 
that  as  the  line  receded  from  the  Wabash  river  in  a  westerly  direction,  the^^e?*- 
eral  level  of  the  country  would  become  more  elevated;  yet  the  surveys  iiave  de- 
veloped the  fact,  that  the  bed  of  the  Bon  Pas,  at  the  point  of  crossing,  is  about  as 
low  as  that  of  the  Wabash  at  Mount  Carmrd;  and  that  the  country  near  the  foot 
of  the  Albion  ridge  is  very  little  elevated  above  high  water  mark  of  the  latter 
stream  at  the  above  named  point.  This  fact  however  is  easily  explained,  when 
it  is  considered  that  the  line  of  survey  pursues  the  general  direction  of  tlie  valley 
of  the  Wabash,  crossing  its  small  tributaries  at  right  angles,  and  consequently 
partakes  of  the  general  inclination. 

The  elevation  of  the  lowest  depression  m  the  Albion  ridge,  by  which  the  line 
can  be  carried  through  any  part  of  the  town  plat,  ranges  from  126  to  128  feet 
above  the  base  line;  and  from  the  nature  of  the  country,  any  plan 3  which  may  be 
assumed  to  overcome  !00  feet  of  this  elevation,  and  carry  the  line  through  the 
town,  must  be  commenced  within  a  fraction  over  one  mile  from  the  summit. 
If  the  plane  should  be  straight,  the  grade  cannot  be  much  under  90  feet  to  the 
mile,  without  encountering  work  of  a  very  expensive  character;  and  in  proportion 
as  the  grade  ts  reduced,  the  line  must  either  be  curved  and  the  distance  prolonged, 
or  the  cuttings  and  embankments  increased.  In  the  latter  case,  and  perhaps  in 
both,  the  cost  of  the  work  will  be  materially  augmented. 

The  plan  and  profiles  herewith  submitted  exhibit  an  assumed  line  over  the  ridge, 
and  onward  to  the  end  of  the  18th  section;  more  for  the  purpose  of  indicating  the 
character  and  amount  of  work  on  these  sections  than  of  determining  the  precise 
location  of  the  line;  and  a  notice  to  this  effect  will  be  appended  to  the  description 


166 

of  the  work  exhibited  at  the  lettings.  Any  location  that  may  be  deemed  more 
judicious,  on  a  critical  revision  of  the  line,  will  not[change  materially,  if  any,  the 
character,  or  perhaps  the  amount  of  work,  as  shown  by  the  present  description  of 
it,  and  therefore  proposals  can  be  received  for  its  execution,  without  impropriety 
in  :.ny  point  of  view.  The  examinations  which  have  been  made  on  this  portion 
of  the  hne,  both  at  the  time  of  executing  the  preliminary  surveys,  and  during  the 
present  winter,  have  been  elaborate  and  extensive;  and  no  doubts  are  entertained 
of  the  practicability  of  overcoming  this  obstruction,  with  a  line  as  favorable  in 
regard  to  cost  and  effective  usefulness  as  that  now  presented;  and  strong  hopes  are 
indulged  that  the  whole  can  be  materially  improved. 

I  used  my  utmost  endeavors  to  despatch  the  business  at  the  lettings  on  the  west- 
ern division  of  the  road,  and  return  to  this  work  as  speedily  as  possible,  in  order 
to  effect  a  definite  location  of  the  work  on  the  17  th  and  IHh  sections,  which  would 
be  satisfactory  to  my  own  mind,  previous  to  the  lettings.  On  my  arrival,  I  found 
it  necessary  to  devote  my  whole  time  in  assisting  to  make  up  the  results  of  the 
field  operations,  which  had  already  been  had,  in  order  to  be  ready  for  the  lettino-s; 
and  was  therefore  precluded  from  carrying  this  design  into  effect.  I  propose', 
however,  to  attend  to  this  matter  specially,  as  soon  as  your  advice  and  instruc- 
tions in  relation  to  it  can  be  obiained,  and  without  any  delay  to  the  contractors 
should  the  section  be  let.  ' 

In  addition  to  what  has  already  been  said  in  referen/;e  to  the  grades 
on  the  line,  it  may  be  proper  to  remark  that  steep  planes  occur  but  at 
four  points,  and  in  every  instance,  their  greater  inclination  and  length 
occur  on  the  eastern  slopes,  and  in  the  direction  in  which  a  large  pre- 
ponderance of  the  heavy  transportation  may  reasonably  be  expected- 
that  the  planes  are  generally  on  straight  lines;  and  that  they  are  sus- 
ceptible of  improvement  by  reduction,  whenever  the  amount  of  trade 
upon  the  road  or  other  circumstances  may  render  such  a  change  eco- 
nomical or  judicious. 

It  should  also  be  borne  in  mind,  that  there  is  every  probability  of  this 
work,  at  no  distant  day,  forming  a  link  in  a  continuous  line  between 
Louisville,  on  the  Ohio,  and  two  great  and  rival  commercial  emporiums 
on  the  Mississippi  river;  and  that  it  will  come  into  direct  competition, 
for  the  travel  and  light  transportation  with  the  steamboat  navigation 
between  those  important  points,  in  the  great  valley.  In  view  of  these 
facts,  there  can  be  no  question,  but  that  the  interests  of  the  State  would 
be  as  well  consulted  in  projecting  this  design,  to  provide  for  the  most 
speedy  and  advantageous  conveyance  of  passengers,  as  by  adopting 
the  road  exclusively  to  heavy  transportation.  And  the  one  object  can 
be  secured,  without  materially  affecting  the  other,  by  avoiding  as  far  as 
practicable  all  increase  of  distance  and  curvatures  on  the  line. 

Aw^are  of  your  opinion  on  this  subject,  I  deern  it  supererogatory,  on 
my  part,  to  urge  the  propriety  of  adopting  a  straight  and  direct  location 
at  the  expense  of  a  few  rather  elevated  grades.  The  recent  experiments 
on  the  use  of  steam  engines  on  rail-ways  tend  fully  to  develope  the 
fact  that  these  valuable  machines  possess  a  much  greater  inherent  po\t- 
er  and  capacity  for  operating  to  advantage  on  inclined  roads  than  was 
imagined,  or  at  least  practicably  applied,  some  years  ago;  and  therefore 
some  of  the  most  important  lines  of  railroads  in  the  United  (States  have 
recently  been  projected,  by  engineers  of  unquestionable  scientific  and 
practical  knowledge  in  their  professions,  predicated  on  the  use  of  me- 
chanical motive  power,   on  grades  greatly  exceeding  fiftv  feet  to  the 


167 

mile.  In  view  then  of  the  discoveries  whicii  are  almost  daily  making, 
in  regard  to  the  increased  capacity  and  advantage  of  steam  motive 
power  on  roads;  and  also,  of  the  propriety  of  applying,  to  the  construc- 
tion of  our  public  works  in  Illinois,  that  rigid  economy  which  prudence 
and  custom  dictate  in  all  private  improvements,  in  a  new  country,  there 
can  exist  but  little  danger  of  falling  into  error,  by  avoiding,  as  far  as 
practicable,  all  expenditures  of  doubtful  necessity  and  utility  in  the  con- 
struction of  our  roads. 

The  accompanying  tables  of  gradients  and  of  curves,  exhibit  a  con- 
densed view  of  these  peculiarities,  in  the  route  selected.  By  reference 
to  these  tables,  and  to  the  map  herewith  submitted,  it  will  be  perceived 
that  the  route  of  the  road  between  Mount  Carmel  and  Albion  is  very 
direct,  and  for  the  most  part  on  straight  hnes.  But  few  curves  occur, 
and  with  the  exception  of  the  one  wiihin  the  town  plat  of  Mount  Car- 
mel, they  are  all  on  very  extended  radii. 

As  the  whole  drainage  of  the  country  is  intersected  by  the  line,  nearly 
at  right  angles,  the  undulations  in  the  vertical  line  of  the  road  are  con- 
sequently frequent;  but  with  the  exception  of  the  points  above  alluded 
to  in  detail,  these  tluctuations  in  the  line  are  too  minute  and  inconsider- 
able to  affect  injuriously  the  usefulness  of  the  road  when  in  operation. 

The  mechanical  structures  on  the  line  are  few  and  inconsiderable; 
the  bridge  over  the  Bon  Pas  being  the  most  important.  From  the  diffi- 
culty at  present  apprehended  in  procuring  suitable  stone,  near  the  route, 
for  bridge  abutments,  it  is  proposed  to  adopt  the  simplest  and  cheapest 
plans,  in  all  cases,  for  these  structures,  and  to  support  them  with  wooden 
tressles.  As  timber  of  the  first  quality  for  these  purposes  abounds  in 
the  immediate  vicinity  of  the  respective  works,  a  judicious  economy 
seems  to  require  the  use  of  it,  in  the  absence  of  suitable  rock,  until  future 
examinations  shall  have  developed  the  existence  of  better  materials; 
when  its  transportation,  even  from  a  considerable  distance,  can  be  effect- 
ed on  the  railway  at  a  small  expense  to  the  State.  The  same  course  is 
proposed  to  be  adopted  in  relation  to  the  smaller  water  ways  on  the  line, 
where  the  same  difficulty  is  apprehended  in  regard  to  procuring  rock; 
with  the  understanding,  however,  that  if  the  excavations  in  the  line 
should  discover  suitable  rock  for  their  construction,  it  will  be  applied  in 
lieu  of  the  timber  drains. 

The  facilities  for  procuring  materials  on  the  route  for  the  construc- 
tion of  the  works,  with  the  exception  of  building  rock,  are  highly  favora- 
ble. The  country  through  which  the  road  passes,  and  especially  the  val- 
ley of  Bon  Pas,  is  for  the  most  part  well  timbered;  and  the  Wabash, 
White  river  and  Patoka,  all  uniting  immediately  at  the  debouchment  of 
the  road  on  the  Wabash  present  facilities  for  procuring  supplies  of  tim- 
ber for  the  construction  of  the  railway,  which  perhaps  are  not  surpassed, 
if  equalled,  at  any  other  point  in  the  State. 

The  total  length  of  the  present  located  line  is  eighteen  miles;  which 
has  been  sub-divided  into  eighteen  sections,  of  nearly  equal  extent.  A 
tabular  statement  or  synopsis  of  the  probable  amount  and  description 
of  the  different  items  of  work  on  each  respective  section,  together  with 
minute  estimates  of  the  probable  cost  of  the  work,  is  herewith  submit- 
ted.    The  subjoined  estimates  embrace,  also,  the  probable  cost  of  the 


168 

timber,  and  workmanship  of  the   superstructure  of  the    railway,  and  of 
completing  the  whole  work  for  the  reception  of  the  cars. 

Land  for  the  river  depot  at  Mount  Carmel  can  be  obtained  on  the 
town  commons,  without  any  present  cost  to  the  State.  Liberal  offers 
have  also  been  made  by  citizens  of  Albion  for  furnishing  land  for  a  de- 
pot at  that  place;  and  the  feelings  manifested  by  the  community,  gener- 
ally, on  the  route  of  the  work,  fully  warrant  the  belief  that  little  or  no 
difficulty  will  arise  in  regard  to  obtaining  the  right  of  way  for  the  road 
as  well  as  sites  for  depots. 

The  accompanying  drawings  and  specifications  illustrative  of  the  sur- 
vey, location,  and  construction  of  the  road,  together  with  this  report,  are 
all  most  respectfully  submitted  by 

Your  obedient  servant, 

EDWARD  SMITH. 
Principal  Engineer  of  Southern  District. 


An  estimate  of  the  probable  cost  of  work  proposed  to  be  executed  in  the  con- 
struction of  the  first  eighteen  sections  of  the  eastern  division  of  the  Alton 
and  Mount  Carmel  railroad^  extending  from  Mount  Carmel  to  about 
threefourths  of  a  mile  southwest  of  Albion. 

Section  No.  1,  6,500  feet  in  length,  commencing   on    the  bank  of  the 

Wabash  river,  in  Mount  Carmel,  passing  up   Mulberry  street,  curves 

into  Sixth  street,  and  extends  to  station  65,  being   at  the  west  end  of 

the  town  plat  of  Mount  Carmel. 

6,667  cubic  yards  of  excavation,  at  14  cents  per  yard      -  $033  38 

7,758  cubic  yards  of  embankment,  at  l8  cents  per  yard  1,396  44 

2  brick  drains,  30  perches,  at  S5  per  perch  -  150  00 

9  street  crossings,  at  $25       ....  "zib  00 

86  rods  fencing,  at  50  cents  per  rod    -  -  -  43  OO 

S2,747  82 


Section  No.  2,  4,500  feet  in  length,  commencing  at  the  west  end  of  the 
town  plat  of  Mount  Carmel,  aind  extending  to  the  west  bank  of  Great- 
house  creek. 

5.50  acres  of  clearing,  at  $25     - 
LOO  acre  of  grubbing,  at  |- 125 
50  cubic  yards  of  excavation,  at  l6  cents 
11,047  cubic  yards  of  embankment,  at  17  cents     - 

200  lineal  ft.  bridging  over  Greathouse  creek,  at  $3  per  ft. 
1  brick  drain,  l9  perches,  at  $5  per  perch 
1  wood  drain,  400  feet  of  timber  measure,  at  8  cents 
I  road  crossing,  at  $'l5  .  .  .  _ 

98  rods  fencing,  at  60  cents     .  -  .  - 


137  50 

125  00 

8  GO 

1,877  99 

600  00 

95  00 

32  00 

25  00 

49  00 

$2,949  49 

169 

Section  No.  3,  6,400  feet  in  length,  commences  at  Greathouse  creek,  and 

extends  to  the  summit  at  Key's  Ridge. 

8.75  acres  of  clearing,  at  $30      -             -              -  -  ^262  50 

32,150  cubic  yards  of  excavation,  at  16  cents          -  -  5,144  96 

1,000  cubic  yards  of  sand  stone,  at  80  cents         -  -  800  00 

ll,77l  cubic  yards  embankment,  at  16  cents          -  -  1,883  36 

1  brick  drain,  50  perches,  at  $5  25  per  perch  -  262  50 
376  rods  of  fencing        -            -             -            -  -  150  00 

2  road  crossings,  at  $20          -             -            -  -  40  00 


8,543  32 


Section  No.  4,   5,400  feet  in  length,   commences  at  the  summit,  (Key's 

Ridge,)  and  extends  to  near  Samuel  Rigg's  plantation. 

9.80  acres  clearing,  at  ^25         -  -  -  -  245  00 

1.00  acre  grubbing,  at  |'125        -  -  -  -  125  00 

15,124  cubic  yards  excavation,  at  16  cents  -  -  2,419  84 

1,000  cubic  yards  sand-stone,  at  80  cents  -  -  800  00 

9,239  cubic  yards  embankment,  at  16  cents  -  -  1,478  24 

1  brick  drain,  50  perches,  at  $-5  25     -  -  -  262  50 

1  wood  drain,  810  feet  of  timber,  at  9  cents  per  foot  72  90 

1  public  road  crossing  -  -  -  -  30  OO 

230  rods  fencing,  at  50  cents     -  -  -  -  115  00 

|5,548  48 


Section  No.  5,   4,600  feet   in   length,   commences  near  Samuel  Rigg's, 

and  extends  to  near  the  Coffee  creek. 

7.80  acres  clearing,  at  $'25  per  acre           -             -  -       $195  00 

1.10  acres  grubbing,  at  $125  per  acre        -             -  -         137  50 

8,156  cubic  yards  excavation,  at  15  cents  per  yard  -      1,223  40 

5,208  cubic  yards  embankment,  at  16  cents  per  yard  -         833  28 

Bridging  200  feet  over  slough,  at  $2  50          -  -         500  00 

1  stone  drain,  18  perches,  at  $3  59  per  perch  -  -           63.00 

1  drain  of  wood,  510  feet  of  timber,  at  9  cents  -           45  90 

Public  road  crossing   -             -             -             -  -           30  00 

3,028  08 


Section  No.  6,  4,300  feet  in  length,  commences  on  the  east  side  of  Cof- 
fee creek,  (in  the  Coffee  flats)  and  extends  to  a  short  distance  bejond 
Christian  Urnot's  plantation. 

8.25  acres  clearing,  at  $30  per  acre  -  -  -       $247  50 

.75  acre  grubbing,  at  125  -  -  -  93  75 

.30  acre  prairie  sod,  at  20  dollars 
1,390  cubic  yards  excavation,  at  16  cents  per  yard 
4,544  cubic  yards  embankment,  at  18  cents  per  yard 
Bridge  200  feet,  over  Coffee  creek,  at  $2  50  - 
1  wooden  drain,  420  feet  of  timber,  at  8  cents  per  foot 


6  00 

222  40 

817  92 

500  00 

33  60 

1,921    17 


no 

Section  No.  7,  5,300  feet  in  length  commences  near  Christian  Urnot's, 

and  extends  to  the  edge  of  a  small  prairie  near  George  Rice's  house. 

11.50  acres  clearing,  at  $25  per  acre  -  -  -      1 287  50 

l.lO  acres  grubbing,  at  $120  per  acre        -  -  -         132  00 

.20  acre  prairie  sod,  at  $20  per  acre         -  -  -  4  00 

1,392  cubic  yards  excavation,  at  l4  cents  per  yard  -          194  88 

6,373  cubic  yards  embankment,  at  17  cents  per  yard  -       1,083  41 

Bridge,40feet,atS2  50         -  -  -  -         100  00 

1  wooden  drain,  300  feet  of  timber,  at  8  cents  per  foot  24  OO 

1,825  79 


Section  No.  8,   6,000  feet  in  length,   commences   near  George  Rice's 

house,  and  extends  to  a  summit  northwest  of  Robert  Rigg's. 

2.30  acres  clearing,  at  $25  per  acre  -  -  -         |57  50 

.30  acre  grubbing,at  $130  per  acre  -  -  -  39  00 

5,225  cubic  yards  of  excavation,  at  14  cents  per  yard  -         731  50 

14,215  cubic  yards  of  embankment,  at  l7  cents  per  yard      -      2,41 6  55 

2  wooden  drains,  1,200  feet  of  timber,  at  9  oents  -         108  00 

173  rods  of  fence,  at  50  cents  (on  Rice's)   -  -  -  8(5  50 

206  rods  of  fence,  at  50  cents  (on  Riggs')  -  -         103  00 

3,542  05 


Section  No.  9,  4,600  feet  in  length,  commences  at  the  summit  near  Rob- 
ert Riggs',  and  continues  down  to  near  the  bottom  land  on  Bon  Pas 
flats. 
10.50  acres  clearing,  at  $25  per  acre 
.70  acre  grubbing,  at  $125  per  acre 
7,198  cubic  yards  of  excavation,  at  15  cents  per  yard 
12,811  cubic  yards  of  embankment,  at  16  cents  per  yard 
1  wooden  drain,  690  feet  of  timber,  at  8  cents 


Section  No.  lO,  5,400  feet  long,  commences  near  the  Bon  Pas  flats,  and 
continues  to  near  the  White-oak  ridge  in  the  direction  of  the  Bon  Pas 
river. 
12.50  acres  of  clearing,  at  $30  per  acre 

.80  acres  of  grubbing,  at  l25  dollars  per  acre 
4,710  cubic  yards  of  excavation,  at  14  cents  per  yard 
8,327  cubic  yards  of  embankment,  at  16  cents  per  yard 

2  wooden  drains,  1,100  feet  of  timber,  at  8  cents  per  ft. 


$262  50 

87  50 

1,079  70 

2,049  76 

55   20 

3,334  66 

375  00 

100  OLI 

659  40 

1,332  32 

88  00 

2,554  72 

$312  50 

90  00 

412  m 

801  21 

100  00 

63  70 

1,780  27 

ion  of  the 

$172  50 

39  00 

20  00 

570  24 

225  00 

20  (0 

30  00 

1,076  74 

171 

Section  No.  ll,  5,200  feet  in  length,  continues  on  the  bottom   land 
the  direction  of  the  Bon  Pas  river. 
12.50  acres  of  clearing,  at  25  dollars  per  acre 
.60  acre  of  grubbing, at  150 dollars  per  acre 
2,949  cubic  yards  of  excavation,  af  14  cents  per  yard 
4,713  cubic  yards  of  embankment,  at  17  cents  per  yard 
Bridging  over  bottom  lands  50  ft.,  at  2  dolls,  per  ft. 
2  wooden  drains,  9l0  feet  of  timber,  at  7  cents  per  foot 


Section  No.  12,  5,300  feet  in  length,  continues  in  the  direction  of  the 
Bon  Pas,  and  crosses  a  wet  prairie. 
5.75  acres  clearing,  at  30  dollars  pei-  acre 
.30  acre  grubbing,  at  ]30  dollars  per  acre 
1.00  acre  prairie  sod,  at  20  dollars  per  acre 
3,504  cubic  yards  of  embankment,  at  1 6  cents  per  yard 

Bridge,  lOO  feet,  over  Crackle's  creek,  at  $2  25  cents 
Road  crossing  .  .  .  _  . 

60  rods  of  fence,  at  50  cents  per  rod 


Section  No.  13,  5,300  feet  in  length,  commences  on  the  east  side  of  the 
Bon  Pas  river  and  crosses  the  same,  passing  through  the  margin  of 
prairie  and  timber. 

9.20  acres  of  clearing,  at  30  dollars  per  acre 
1.30  acres  grubbing,  at  l30  dollars  per  acre 
1,358  cubic  yards  of  excavation,  at  15  cents  per  yard 
993  cubic  yards  of  embankment,  at  15  cents  yer  yard 
Bridge,  120  feet,  in  three  spans,  at  8  dollars    - 
Bridge,  l40  feet,  double  track,  truss  vi^ork,  (see  draw- 
ing) over  Bon  Pas,  at  5  dollurs 

1  wooden  drain,  510  feet  of  timber,  at  7  cents  - 

2  road  crossings,  at  25  dollars    -  -  -  . 
48  rods  of  fencing,  at  50  cents  per  rod    - 


Section  14,  5,300  feet  in  length,  commences  half  a  mile  west  of  Bon 
Pas  river,  and  continues  to  the  bank  of  Stillhouse  creek,  passes  ihrout^h 
some  cleared  land  owned  by  Hall,  Buckner,  and  Hassel.  ^ 

2.50  acres  of  clearing,  at  25  dollars  per  acre 
•30  acres  of  grubbing,  at  lOO  dollars  per  acre 
7,697  cubic  yards  of  embankment,  at  l8  cents  per  yard      - 
2  stone  drains,  20  perches,  at  3  dollars  50  cts.  per  perch 
1  road  crossing  -  .  .  .  . 

231  rods  of  fencing,  at  60  cents    .... 


276  00 
196  00 
203  70 
148  95 
960  00 

700  00 
35  ^0 
50  00 

24  00 

2,567  35 

62  50 

30  00 

1,385  46 

70  00 

30  00 

138  60 

1,716,56 

$-305  00 

2S6  00 

10  CO 

206  72 

475  02 

675,  00 

56  00 

2,013  74 

172 

Section  No.  15,  5,700  feet  in  length,  commences  in  the  east  and  south 
bank  of  Still-house  creek,  crosses  the  same  in  four  different  places  in 
the  direction  of  Albion. 

12.20  acres  of  clearing,  at  25  dollars  per  acre  - 
2.20  acres  of  grubbing,  at  130  dollars  per  acre 
.50  acre  of  prairie  sod,  at  20  dollars  per  acre 
1,292  cubic  yards  of  excavation,  at  16  cents  per  yard    - 
2,639  cubic  yards  of  embankment,  at  18  cents  per  yard 
Bridging  300  feet  in  difterent  locations,  at  $2  25  - 
1  stone  drain  16  perches,  at  $3  50  per  perch 


Section  No.  16,  5,300  feet  in  length,  commences  in  edge  of  prairie  near 

where  the  Shawneetown  and  Lawrenceville   road  crosses  the  same — 

passes   through  Wm.  Buslifet's  orchard,  and    extends  to  the  broken 

ground  near  the  Albion  summit. 

1.80  acres  of  clearing,  at  25  dollars  per  acre      -  -  45  00 

.30  acre  of  grubbing,  at  120  dollars  per  acre    -  -  36  00 

1  acre  prairie  sod  -  -  -  -  -  20  00 
3,839  cubic  yards  of  excavation,  at  15  cents  per  yard  -  575  S5 
6,089  cubic  yards  of  embankment,  at  16  cents  per  yard    -           974  24 

3  stone  drains,  30  perches,  at  $3  50  per  perch  -  105  00 

2  public  road  crossings,  at  30  dollars  -  -  60  00 
1  private  road  crossing          -             -             -             -             20  00 

98  rods  of  fencing,  at  75  cents  -  -  -  73  50 

1,909  59 


Section  No.  17,  6,200  feet  in  length,  commences  in  the  broken  ground  east 
of  Albion  aammit,  passes  the  same  and  continues  to  Albion. 
9.20  acres  of  clearing,  at  30  doUai's  per  acre     - 
.30  acre   of  grubbing,  at  $125 
21,069  cubic  yards  of  excavation,  at  16  cents  per  yard     - 

1,000  cubic  yards  sand  stone,  at  80  cents 
37,498  cubic  yards  of  embankment,  at  16  cents  per  yard 
Bridge  40  feet  over  branch  of  Still-house  creek,  at 

$2  50 

2  stone  drains,  38  perches,  $3  50  per  perch 
2  road  crossings,  at  30  dollars  -  .  - 

148  rods  of  fence,  at  75  cents 


276  00 

37  50 

3,371  04 

800  00 

5,999  68 

100  00 

133  00 

60  00 

111  00 

10,888  33 


J 


173 

Section  No.  18,  4,100  feet  in  length,  commences  in  the  town  plat  of  Al- 
bion and  extends  in  a  southwesterly  direction  about  three-fourths  of  a 
mile,  country  broken  by  small  ridges. 
6.90  acres  clearing,  at  25  dollars  .  .  . 

.50  acre  grubbing,  at  125  dollars 
6,889  cubic  yards  of  excavation,  at  15  cents  per  yard     - 
6, 172  cubic  yards  of  embankment,  at  15  cents  per  yai'd 
6  stone  drains,  59  perches,  at  $3  50 
5  street  and  road  crossings,  at  30  dollars 
148  rods  of  fence,  at  60  cents  -  _  . 


Hecapitulation  of  the  cost  of  Road-bed  and  Bridging 

Section  number    1  - 

Section  number    2  - 

Section  number    3  - 

Section  number    4  - 

Section  number    5  - 

Section  number    6  - 

Section  number    7  - 

Section  number    8  - 

Section  number    9  - 

Section  number  10  - 

Section  number  11  - 

Section  number  12  - 

Section  number  13  - 

Section  number  14  -  - 

Section  number  15  - 

Section  number  I'l  - 

Section  number  17  -  -  -  .    , 

Section  number  18  - 

Total         ...... 


$172  50 

62  50 

1,033  35 

925  80 

206  50 

150  00 

88  80 

2,639  45 

DGING. 

$2,747  82 

2,949  49 

8,543  32 

5,548  48 

3,028  08 

1,921  17 

1,825  79 

3,542  05 

3,534  66 

2,554  72 

1,780  27 

1,076  74 

2,567  35 

1,716  56 

2,013  74 

1,909  59 

10,888  22 

2,639  45 

$60,788  50 

174 

Estimate  of  the  probable  cost  of  the  superstructure  of  railway  for  one  mile  of 
single  track. 

1.  11,500  lineal  feet  foundation  sills,  at    4  cents     |460  00 

2.  1,510  cross  sills        -         -         -         25  -      377  50 

3.  30,800  feet  board  measure  rails  |18  per  M.         554  40 

4.  3,020  wedges  -         -        -  3  cents         90  60 

Value  of  timber  delivered  on  line, 

5.  Mechanical  work  per  mile   - 
Horse  path         -         -         .         .         . 


Iron,  spikes,  &c. 

22:i  tons  of  iron  delivered,  ^90  per  ton 
Spikes,  lap-plates,  &c. 


Total  cost  of  single  track  per  mile   - 
Add  for  turn-outs,  side-tracks,  crossings,  &c,  per 
mile,  ten  per  cent.  -         .         . 

Total  amount  per  mile 


1 1,482  50 

-  900  00 

-  200  00 

-  1,100  00 

-  2,002  50 

-  150  00 

2,152  50 

4,735  00 

473  50 

,^5,208  50 

Specifications  of  the  manner  of  executing  the  work^  S/c,  on  the  eastern  divi- 
sion of  the  Alton  and  Mt.  Carmel  railroad^  extending  from  Mt.  Carmel  to 
Albion,  which  zoork  is  advertised  to  be  let  on  the  8th  day  of  March,  1838,  at 
the  Railroad  office  in  Mt,  Carmel. 

Clearing  and  Grubbing. 

Preparatory  to  commencing  the  graduation  of  the  road,  a  way-space, 
extending  fifty  feet  on  each  side  of  the  central  line,  will  be  cleared  off 
and  grubbed  in  the  following  manner,  viz:  In  slight  excavation,  and  also 
where  the  embankment  shall  be  less  th-.in  two  feet  in  height,  the  space  to 
be  occupied  by  them  will  be  neatly  grabbed  of  all  trees,  saplings,  bushes, 
stumps,  and  roots;  and  where  the  embankment  shall  be  two  feet  high 
and  upwards,  such  space  will  be  neatly  cleared  by  cutting  off,  com- 
pletely even  with  the  natural  surface  of  the  earth,  all  trees,  saplings, 
bushes,  stumps,  and  other  vegetable  growth  thereon;  and,  in  both  cases, 
the  whole  of  such  space  to  be  occupied  by  the  road-way  will  be  neatly 
cleared  otl,  and  all  the  vegetable  and  perishable  substances  removed 
before  commencing  the  embankment  thereon.  The  residue  of  the  space 
of  101)  feet  wide,  not  occupied  by  the  road-way,  will  be  cleared  off  by 
felling  all  trees,  saplings,  and  bushes  standing  thereon;  and  the  trunks 
and  large  limbs  of  all  timber  to  be  trimmed  and  left   on  the  ground   for 


175 

the  use  of  the  State;  and  rolled,  piled,  or  otherwise  disposed  of  on  the 
said  clearing,  so  as  to  admit  of  convenient  passage  of  wagons  along 
both  sides  of  the  railroad;  and  in  such  manner,  also,  as  not  to  obstruct 
any  travelled  road  or  bridge,  or  to  interfere  with  any  side  ditch  or  drain. 
The  brush,  trash,  and  logs  from  such  clearing  are  to  be  burnt  by  the  con- 
tractor. Where  the  line  passes  through  natural  and  newly  cultivated 
prairie,  the  prairie  sod  will  be  excavated  and  removed  from  the  space 
to  be  occupied  by  embankments,  in  all  cases  where  the  height  of  •em- 
bankment is  less  than  two  feet. 

Excavations  and  Embankments. 

The  spaces  to  be  occupied  by  the  road-way  having  been  first  cleared 
and  grubbed,  in  the  manner  specified  under  the  head  of  clearing  and 
grubbing,  the  graduation  will  be  made  according  to  the  plans,  profiles 
and  cross  sections  thereof,  exhibited  at  the  lettings,  subject  to  all  changes 
and  alterations  which  may  be  deemed  advisable  by  the  acting  Commis- 
sioner, or  principal  engineer  on  the  work  directing  its  progress. 

The  embankments  will  be  constructed  of  pure  earth,  sand,  gravel,  or 
rock,  and  no  vegetable  or  perishable  substance  will  be  admitted  into 
them.  The  embankments  contiguous  to  excavations  will  be  formed  of 
the  materials  taken  from  such  excavations;  and  if  the  distance  of  convey- 
ing such  materials  does  not  exceed  200  feet,  the  embankment  so  formed 
will  be  considered  as  paid  for  in  the  excavation.  But  in  all  cases  where 
embankments  are  formed  with  materials  taken  from  side  ditches,  or  other 
points  within  the  line  of  I'oad-way;  and  where  the  materials  from  exca- 
vations within  the  line  of  roeid-way  are  necessarily  removed  a  greater 
distance  than  200  feet,  the  embankment  will  be  paid  for  as  such  Under 
the  tehn,  "embankment,"  isincluded  the  filling  in  of  all  bridges  and  other 
abutments,  and  covering  of  drains;  which  jobs  shall  be  done  at  such  spe- 
cified times  and  in  such  manner  as  the  engineer  or  superintendent  on  the 
work  shall  direct.  Side  ditches  and  side  drains  will  be  cut  at  such  points 
and  position?,  and  of  such  slopes  and  dimensions,  as  shall  be  directed  by 
the  engineer  in  charge  of  the  work;  and  together  with  the  excavations 
of  abutments  and  drain-pits,  will  be  paid  for  as  excavation  at  the  contract 
price,  excepting  where  the  materials  from  such  ditches,  drains,  and  pits, 
are  needed  to  form  embankments  within  100  feet  from  the  place  of  ex- 
cavating the  same;  in  which  case  this  work  will  be  paid  in  embankment 
only. 

Great  care  will  be  required  of  the  contractors  to  make  excava- 
tions coincide  as  near  as  may  be  with  the  line  of  grade,  and  in  no  case 
to  fall  below  it;  and  the  embankments  will  be  constructed  of  such  extra 
height  above  the  line  of  grade  as  the  engineer  may  deem  necessary, 
from  the  nature  of  the  material,  to  allow  for  shrinkage;  and  such  addi- 
tional amount  of  embankment  will  be  paid  for  at  the  contract  price. 

Any  deficiency  of  materials  for  embankments,  not  supplied  from  the 
necessary  side  ditches  and  drains,  and  contiguous  excavations  in  the  line 
of  road-way,  will  be  procured  from  such  convenient  point  in  the  vicinity 
of  the  line  as  the  acting  Commissioner  or  engineer  may  direct.  And  the 
contractor  will  be  required  to  use  special  care  in  removing  the  same,  to 
disfigure  or  injure,  as  little  as  may  be  practicable,  the  lot,  field,  or  piece 


176 

of  ground  from  which  such  materials  are  removed.  Any  redundance  of 
materials  from  excavation  not  required  for  embankment  within  ;20[)  feet 
from  the  point  of  excavating  it,  or  not  otherwise  used  by  the  contractors 
forembankment  beyond  "200  feet,  shall  be  disjDOsedofin  such  manner  as  the 
engineer  may  direct  for  the  widening  of  embankments  within  SOO  feet  of 
the  point  of  excavating  such  materials,  or  placing  it  as  a  spoil  within  1 00 
feet  of  the  line  of  roa<l-way,  in  such  form  and  position  as  will  be  of  as 
little  injury  to  the  work,  or  to  private  property,  as  maj  be  practicable; 
but  no  extra  pay  will  be  allowed  for  thus  disposing  of  such  ma- 
terial. Any  rock  suitable  ior  buildmg,  which  may  be  taken  from  the 
excavation,  and  not  needed  on  the  section  for  masonry,  will  be  consid- 
ered as  property  of  the  State. 

Masonry. 

The  abutments  and  piers  of  bridges,  and  the  culverts  and  drains,  will 
be  built  ot  stone,  where  procurable  within  a  reasonable  distance  of  the 
work;  and  the  bidson  this  work  will  be  predicated  on  the  stone  being 
procured  within  one  mile.  If  transported  a  greater  distance  than  one 
mile,  the  expense  of  such  extra  transportation  to  be  paid  for  at  the  esti- 
mate of  the  principal  engineer.  The  stone  used  in  the  work  will  be  of 
good  size,  to  be  approved  of  by  the  principal  engineer  on  the  work,  and 
will  belaid  in  coursed  rubble-work,  well  bedded,  and  break-joints  with 
preceding  courses.  Mortar  will  be  used  for  the  masonry,  unless  other- 
wise directed  by  the  principal  engineer,  and  will  be  made  of  the  best 
quality  of  unslacked  lime  and  sharp  clean  sand,  to  be  combined  in  such, 
proportions  as  the  engineer  or  superintendent  on  the  work  shall  direct. 
Where  suitable  stone  cannot  be  procured,  well  burnt  brick  will  be  sub- 
stituted, if  directed  and  approved  of  by  the  principal  engineer.  The  walls 
will  be  laid  in  the  most  substantial  and  workmanlike  manner,  and  pointed, 
and  such  portions  grouted  as  the  engineers  orsupcrintendent  may  direct. 
No  mateiials  will  be  used  on  the  work  until  inspected  and  approved  of 
by  the  principal  engineer,  or  such  other  person  as  he  may  specially  di- 
rect to  inspect  the  same. 

Wooden  Drains. 

The  drawings  of  these  structures,  exhibited  at  the  letting,  will  indicate 
the  principles  which  will  govern  their  constru'?tion;  but  they  will  neces- 
sarily vary  in  length  and  size  with  local  circumstances.  They  will  be 
built  with  sound  white-oak,  post-oak,  or  of  timber  of  equal  durability, 
to  be  approved  of  by  the  principal  engineer  on  the  work.  The  propo- 
sals for  the  wooden  drains  will  be  made  by  the  foot,  (timber  measure)  of 
the  timber  used  therein,  and  the  price  to  include  both  timber  and  work- 
manship. 

Viaducts,  Bridges,  and  Truss-work  Bridges. 

All  the  viaducts,  bridges,  and  trusa  work  will  be  constructed  in  con- 
formity to  the  plans,  elevations,  and  descriptions  thereof,  exhibited  at  the 


17T 


lettings,  subject,  however,  to  all  changes  and  alterations  therein  which 
the  acting  Commissioner  or  principal  engineer  for  the  time  being  may- 
deem  advisable  to  make  subsequent  to  making  the  contract.  All  timber 
and  plank  to  be  used  in  these  structures,  either  for  the  tressle  supports 
or  superstructure,  will  be  of  sound  white-oak,  or  timber  of  equal  strength 
and  durability,  to  be  entirely  free  from  decay,  crack,  wind-shakes,  knots, 
or  other  defects  calculated  to  impair  its  strength  or  durability;  and  in 
conformity  to  a  recent  order  of  the  Board  of  Public  Works,  must  pass 
the  mspection  of,  and  be  approved  by,  the  principal  engineer  for  the 
time  being,  before  being  used  in  the  work. 

All  timber  designed  for  the  wooden  structure  on  the  line  must  be 
either  sawed  or  smoothly  and  neatly  counter-hewn,  brought  to  fair  an- 
gles, and  free  from  wave  edges,  excepting  the  mud  sills,  or  other  parts 
of  the  work  embeded  in  the  ground.  The  mechanical  work  must  be 
executed  in  a  good  substantial  and  workmanHke  manner;  the  mortices, 
tenons,  shoulders  and  abutments  must  be  dressed  neatly  and  smoothly,and 
in  such  manner  as  m  every  case  to  give  full,  fair  and  uniform  beari  ngs 
at  all  joinings  in  the  work.  The  tenons,  abutments  and  other  joinings 
of  the  frames  will  be  primed  and  put  together  with  white  lead  ground 
in  oil,  and  such  portions  of  the  bridges  as  are  marked  with  the  letter  P 
in  the  drawings  thereof,  will  be  primed  and  painted  with  two  good  coats' 

u^l,  1''^'?  ^^'^''  °''  ^^""^  ^^""^^  ^*'"^^  <^™^  ^^<^^^  their  construction  as 
shall  be  directed  by  the  principal  engineer  on  the  work. 

The  iron  to  be  used  in  the  viaducts  and  bridges  will,  in  like  manner, 
be  inspected  and  approved  by  the  principal  engineer;  and  the  contrac- 
tors will  be  required  to  oil  it,  or  take  other  means  to  protect  it  from 
rusting,  before  being  used  in  the  work,  and  upon  using  it  in  the  work, 
t^  cause  such  parts  of  it  as  are  exposed  to  the  weather  to  be  painted 
immediately.  ^ 

Timber  for  the  SaPERSTRucTURE  of  the  Railway. 

1.  Foundation  sills  and  joining  blocks,  (requiring  11,500  lineal  feet  to 
the  mile.)-'Ihese  sills  will  be  of  sound  white-oak,  burr-oak,  post-oak, 
black  walnut,  sassafras,  locust  or  catalpa.  The  stocks  will  not  be  less 
than  nine  inches  diameter  at  the  smallest  end,  and  of  any  iensth  over 
fourteen  feet.  The  sills  will  be  flattened  by  hewing  them,  on  two  oppo- 
site sides,  to  a  uniform  thickness  from  end  to  end,  having  one  of  the 
iaccs  lair  and  smooth;  the  other  may  be  left  in  the  rough,  as  it  is  scored 
oti,  but  each  hewn  face  shall  not  be  less  than  six  inches  wide  at  anv 
point.  ^ 

In  lieu  of  the  above  described  foundation  sills,  sound  white-oak  plank, 
two  and  a  ha  finches  thick  and  seven  inches  wide,  may  be  used,  and 
proposals  wiH  also  be  received  for  such  plank,  requiring  16,500  feet 
board,  or  9,000  feet,  timber  measure,  for  each  mile  of  road. 

2  Cross  Sills,  (requiring  l,6l0  to  the  mile.)— The  cross  sills  will  be  one 
foot  eight  inches  long  clear  of  carfs,  and  not  less  than  ten  inches  diame- 
tera  the  smallest  end.  If  split  out  of  large  trees,  they  will  be  of  a 
size  that  will  square  eight  inches,  and  at  least  six  and  a  half  inches  of 
which  must  be  heart-wood.  In  all  cases  they  will  be  flattened  on  one 
side  to  a  true  face  from  end  to  end,  of  not  less  than  seven  inches  wide  at 

12 


178 

the  narrowest  place,  and  parallel  with  the  upper  or  opposite  side  of  the 
sill.  These  sills  will  be  of  white,  burr,  or  post-oak,  heart  black-wal- 
nut, sassafras,  locust,  and  catalpa;  or  other  wood  of  equal  strength  and 
durability  which  the  Commissioner  or  principal  engineer  may  accept  of. 
Separate  and  distinct  proposals  will  be  received  for  furnishing  catalpa 
cross  sills,  to  be  delivered  at  the  river  depot  at  Mount  Carmel,  or  at  any 
other  pointer  points  on  the  line. 

3.  i?a'i/s,  (requiring  10,560  lineal  feet,  or  30,200  feet  board  measure, 
or  10,560  feet  timber  measure,  i'op  one  mile.) — These  rails  will  be  of 
sound  white-oak,  burr-oak,  post-oak,  heart  blrick  walnut,  heart  locust, 
or  such  timber  of  equal  durability  and  strength  as  the  Commissioner  or 
principal  engineer  may  think  advisable  to  accept  of.  The  size  of  the 
rails  if  sawed  will  be  five  inches  by  seven  inches,  or  if  hewn,  five  and  a 
fourth  by  seven  and  a  fourth,  (to  allow  for  counter  hewing,  or  otherwise 
fitting  them  into  the  cross  sills.)  They  must  be  sawn  or  hewn  to  full 
size,  and  with  true  sides  and  full  angles,  entirely  free  from  exterior  sap, 
and  wave  edges,  and  free  from  decay,  knots,  wind-shakes  or  other  de- 
fects calculated  to  impair  their  strength  or  durability.  They  \^'ill  be  in 
lengths  of  14,  17  and  a  half,  2l,  24  and  a  half,  or  28  feet,  or  either,  or 
all  of  them,  at  the  option  of  the  contractor.  The  contractors  will  be  ex- 
pected to  keep  the  rails  in  a  position  to  prevent  their  springing  or  warp- 
ing until  inspected  and  received  by  the  engineer. 

4.  Keys  and  wedges^  (requiring  3,020  for  each  mile  of  railway.) — These 
wedges  will  be  made  of  sound  white  or  post-oak,  or  heart  locust  scant- 
ling four  inches  by  four  and  a  half  inches  square.  These  scantlings  will 
be  cut  into  blocks  \4  inches  long,  and  each  block  slit  with  a  circular 
saw  to  a  level,  in  conformity  to  models  furnished  the  contractor;  each 
block  making  two  bevelled  wedges. 

5.  Delivery  and  disposition  of  the  timber. — Upon  all  or  any  portion  of 
the  timber  being  delivered  at  the  point  or  points  contracted  lor,  (he  prin- 
cipal engineer  will  inspect  or  cause  the  same  to  be  inspected;  where- 
upon, the  contractor  will  proceed  forthwith  to  pile  such  parts  of  it  as  has 
been  adjudged  to  be  according  to  contract,  in  such  manner  and  position 
as  the  engineer  or  other  inspecting  officer  shall  direct,  in  order  to  pre- 
serve the  same  from  Iosh  and  injury  by  decay,  warping  or  otherwise. 

GiSNBRAL  Specifications. 

The  contractors  will  ba  required  to  furnish  all  materials  at  their  own 
expense,  which  in  all  cases  will  be  su|»ject  to  inspection  by  the  principal 
engineer  before  being  used  in  the  work. 

The  contractors  will  not  obstruct  any  highway,  travelled  road,  or 
bridge,  in  the  vicinity  of  the  work  during  the  progress  thereof;  and  in 
case  when  ftieline  of  railroad  crossing  or  otherwise  interferes  with  any 
such  highway,  road  or  bridge,  the  contractor  will  keep  the  same  open, 
and  in  its  ordinary  repair,  until  the  regular  and  permanent  crossing  for 
the  same,  over  the  railroad,  shall  be  completed. 

The  contractors  will  be  required  to  execute  all  the  work  in  a  perfect, 
correct,  substantial  and  workmanlike  manner,  under  the  direction  of  the 
Commissioners,  engineers,  and  in  strict  conformity  to  the  stakes,  or  other 
marks  which  shall   from  time  to  time  be  set  or  made  to  designate  the 

\ 


179 

ground,  plans,  slopes,  profiles,  and  elevations  of  the  line,  and  of  the 
structures  thereon;  and  for  that  purpose  will  be  expected  to  take  all  pos- 
sible care  to  preserve  and  perpetuate  such  stakes  and  marks  during  the 
progress  of  the  work. 

The  acting  Commissioner  reserves  to  himself  and  his  successors  in 
office,  the  right  and  privilege  to  make  any  change  and  alterations  in  the 
work  and  manner  of  executing  the  same,  which,  in  the  progress  thereof, 
may  be  deemed  advisable.  Any  increase  or  diminution  in  the  amount 
of  work,  of  the  same  description  as  named  in  the  contract,  which  may 
be  caused  by  such  change,  will  be  paid  or  deducted  for  at  the  rate  of  the 
contract  price. 

If  any  items  of  new  work,  not  named  in  the  contract,  should  be  re- 
quired by  such  change,  or  if  any  increase  or  diminution  of  the  relative 
value  of  the  work  contracted  for  should  be  so  caused,  then  in  those  cases 
the  work  will  be  paid  for  at  tlie  estimate  of  the  principal  engineer  for 
the  time  being,  whose  decision  therein  shall  be  final  and  conclusive. 

Contractors  will  execute  any  items  of  new  work  occurring  on  their 
jobs,  which  may  be  deemed  necessary  by  the  Commissioner  or  principal 
engineer,  and  which  may  not  be  mentioned  or  contemplated  in  their 
contracts,  if  thereunto  requested  by  the  acting  Commissioner  or  princi- 
pal engineer,  and  will  be  paid  therefor  at  the  estimate  of  the  principal 
engineer  for  the  time  being. 

Where  two  or  more  contractors  are  concerned  in  a  job,  and  enter  into 
joint  contract  to  execute  it,  they  will  be  considered  a  (irm  in  law,  and 
the  act  of  one  of  the  partners,  in  the  transaction  of  any  business  in  rela- 
tion to  the  contract,  will  be  considered  as  binding  on  the  whole. 

Ail  contracts  will  be  required  to  be  executed  and  fulfilled  by  and  un- 
der the  immediate  persona!  superintendence  of  the  contractors,  and  not 
by  sub-contractors.  Every  description  of  work  and  all  materials  will 
remain  at  the  risk  of  the  contractors  until  the  work  or  structures  are  fuU 
ly  completed  and  received  by  the  acting  Commissioner. 

Estimates  of  the  amount  and  relative  value  of  the  work  actually  done 
by  the  contractors  on  their  respective  jobs,  will  be  made  at  stated  peri- 
ods during  the  progress  thereof,  not  exceeding  two  months  asunder: 
and  not  less  than  sixty-seven,  nor  more  than  eighty-five  per  centum  of 
the  amount  of  the  estimate  will  be  paid  to  the  contractors;  and  the  resi- 
due will  be  retained  until  the  final  completion  of  the  job,  as  a  secu- 
rity to  the  .State  for  the  faithful  execution  of  the  contracts.  All  pay- 
ments will  be  made  in  notes  of  the  State  Bank  of  Illinois  or  branches,  or 
of  the  Bank  of  Illinois  or  branches,  or  in  such  other  funds  as  the  Fund 
Commissioners  of  the  State  of  Iliiujis  shall  furnish  the  acting  Commis- 
sioner  for  the  purpose  of  making  such  payments. 

EDWARD  SMITH,, 

Principal  Engineer^  ^c\ 

Railroad  Office, 

Mount  Carmd^  Illinois,  March  8,  1 838, 


180 
A  S  YNOPSIS  of  the  probable  amount  of  work  on  the  respective 


Sections. 

Clearing,  Grubbing  &c. 

Graduation. 

gi^il 

iO 

1$ 

i 

1 
c 

s 

0)  « 

ti 

II 

o 
6 

W3 

o  o 

i-^^ 

-^2^ 

"•5.2 

o  2 

6- 

1 

6,500 

T 

. 

6.667 

. 

7,758 

>    2 

4,500 

*5.50 

1.00 

- 

'  50 

- 

11,047 

3 

6,400 

32,156 

Stratified  sand-stone  rock 
may  be  encountered  on  this 
section  at  the  summit  of  the 
ridge,  say  1,000  yards. 

11,771 

4 

6,400 

9.80 

1.00 

- 

15,124 

Stratified   sand-stone  rock 
may  occur  on  this  section, 
say  1,000  yards. 

9,239 

5 

4,600 

7.80 

1.10 

- 

8,56 

. 

5,208 

6 

4,300 

8.25 

.75 

.30 

1,390 

. 

4,544 

7 

5,300 

11.50 

1.10 

.20 

1,392 

- 

6,373 

8 

6,000 

2.30 

.30 

- 

5,225 

- 

14,215 

9 

4,600 

10.50 

.70 

. 

7,198 

_ 

12,811 

10 

5,400 

12.50 

.80 

- 

4,710 

- 

8,327 

11 

5,200 

12.50 

.60 

2,949 

■ 

4,713 

12 

5,300 

5.75 

.30 

1.00 

3,564 

13 

5,300 

9.20 

1.30 

- 

1,358 

- 

993 

14 

5,300 

2.50 

..30 

. 

. 

. 

7,697 

15 

5,700 

12.20 

2.20 

.50 

1,292 

« 

2,639 

16 

5,300 

1.80 

.30 

- 

3,8.39 

. 

6,089 

17 

6,200 

9.20 

.30 

21,069 

Stratified  sand-stone  rock 
may  be  encountered  in  the 
deep   cut  on   this  section, 
say  1,000  yards. 

37,498 

18 

4,100 

6.90 

.50 

- 

6,889 

- 

6,172 

Note — In  reference  to  sections  No.  3,  4  and  17,  the  inclemency  of  the  weather  and  short- 
ness of  the  time  allowed  for  preparing  the  line  of  contract,  have  operated  to  defer  examin- 
ations on  those  sections,  which  otherwise  would  have  been  made,  and  the  results  exhibited 
at  the  lettings.  The  occurring  of  rock  cutting  on  these  sections  is  only  supposed  from 
indications  on  the  surface;  and  the  quantity  afBxed  to  the  respective  sections  is  assumed 
for  the  purpose  of  calculating  the  proposals  therefor.  ' 


181 

sections  of  the  Eastern  Division  of  the  Alton  and  Mt,  Carmel  railroad. 


Bridg 

3S  and 

3tone 

Brick 

Wooden 

truss-work. 

d 

rains. 

drains. 

drains. 

3 

^1° 

s|o 

S  bo 

-33 

i2 

°  'S 

^  S  " 

Remarks. 

II 

1 

1 

"o 

o   Oo     • 

"o 

(in    tim 
sure)  of  ti 
ssary  for 
ition. 

OJ    -^ 

0 

o  ^ 

o  o  o 

13 

a 

■^3 

d 

Z; 

1  = 

6 

Itei 

6 
12; 

Fee 
mes 
nee 

stru 

. 

. 

2 

30 

. 

a  200 

_ 

. 

1 

19 

1 

400 

] 

50 

It  is  expected  that  the  line  on  this  sec- 
tion will  undergo  some  revision,  which 
may  reduce  the  amount  of  work,  but  the 
character  of  work  will  remain  the  same  as 
now  exhibited. 

" 

' 

" 

" 

1 

50 

1 

810 

A  revision  of  a  part  of  this  section  may 
be  made,  which  may  lessen  the  amount 
of  the  work,  but  not  the  character. 

■   . 

6  200 

] 

18 

. 

1 

510 

".  _ 

c200 

. 

- 

- 

1 

420 

_ 

. 

- 

- 

1 

300 

- 

. 

- 

- 

. 

2 

1,200 

_ 

_ 

_ 

- 

_ 

I 

690 

. 

. 

_ 

- 

_ 

2 

1,100 

- 

rfSO 

- 

- 

- 

2 

910 

The  embankment  on  this  section  will 
probably  be  increased  in  height,  (say 
over  2  feet,)  with  a  view  to  dispense  with 

grubbing  and  to  increase  the  capacity   of 

the  side  ditches. 

- 

elOO 

- 

- 

- 

. 

2 

- 

The  note  on  section  11  is  applicable  to 
a  part  of  section  12. 

/120 

^140 

- 

_ 

- 

- 

1 

510 

2 

20 

_ 

A  300 

1 

16 

- 

3 

30 

iiO 

2 

38 

It  is  expected  that  a  change  will  be 
made  in  the  location  of  this  section  that 
will  equalize  the  cuttings  and  fillings; 
perhaps  reduce  the  quantity  of  the  ag- 
gregate amount  of  both— the  character 
of  the  work  remaining  nearly  as  now 
exhibited. 

6 

59 

A  revision  of  the  line  on  this  section 
may  be  made ;  but  it  will  not  materially 
affect  either  the  amount  or  character  of 
the  work  as  now  exhibited. 

Note — On  sections  where  revision  of  the  line  is  contemplated,  this  work  will  be  per- 
formed at  as  early  a  day,  and  with  as  little  delay  to  the  contractors,  as  possible. 

On  so  much  of  any  section  as  runs  through  cultivated  land,  the  fences  on  both  sides  of 
the  road-way  will  be  put  up,  either  by  the  contractor,  under  the  direction  and  at  the 
estimate  of  the  principal  engineer,  or  by  the  owner  of  the  land,  previous  to  commencing 
the  graduation  of  the  road  in  such  field. 


a  Over  Great-house  creek — about  14  feet  elevation.  6  Over  slough — about  6feetelevatioD. 
cOver  Coff'ee  creek — about  7  feet  elevation,  d  Over  bottom  land,  e  OverrCrackle'e  creek. 
/In  3  spans,  g  For  double  track — see  drawings,  hln  different  locations.|^i  Over  branch  of 
Still-house  creek. 


182 


SYNOPSIS  of  work  under  contract  in  the  Eastern  Engineering  District,  with 


1 

i 

o 

^..i 

o 

1; 

Names  of  the  contractors.   •   j; 

0    .2 

III 

o    . 

li 

o 

1 ' 

i       o  J 

>~-0'^ 

>~rs 

•£S 

t-.^ 

>-> 

c  ^ 

h 

=  t-s 

ill 

11 

111 

0) 

13  § 

F 

1  c 

i  J 

5SS 

< 

I^E 

O  ^ 

<i 

K 

Central  Branch  Railroad. 

, 

Division  JYo.  1. 

David  Scott  &  Co. 

1  4,500 

- 

- 

- 

369 

369 

- 

S.  &  G.  Ewing 

2  5,200 

221 

- 

221 

167 

167 

- 

Paddock,  Jackson  &  Lee 

3  4,200 

David  Scott  &  Co., 

4  5,600 

394 

- 

394 

50 

50 

- 

Same         -             -             - 

5  4,400 

2,016 

1,487 

529 

- 

- 

Saiuo        .            -            - 

6  5,600 

707 

426 

281 

166 

166 

- 

Same        -            -            - 

7  4,400 

2,004 

1,209 

795 

405 

- 

405 

Same         -             -            - 

B  5,600 

568 

309 

259 

1.33 

133 

- 

J.  Ryan,  &  Cushing  &  Blake  - 

3  5,400 

- 

- 

- 

- 

- 

- 

M'Reynokls&  Co.,  &  Cushing  &. 

Blake            -            -            -    1 

1  5,600 

5,082 

4,582 

500 

8,505 

7,142 

1,363 

Stark  &  How,  &  J.  L.  Burleigh    1 

1  5,600 

21,278 

18,917 

2,361 

1,932 

1,932 

- 

John  Donegan                -            -    1 

2  6.000 

M'Reynolds  &  Co.          -             -    1 

i  G;400 

1,381 

1,200 

181 

- 

- 

- 

Same         -            -             -    1 

1  5,200 

J.  W.  Brown       -            -            -    1 

3  6.000 

2,692 

1,414 

1,278 

- 

- 

- 

Same         -            -            -    1 

3  5,200 

2,794 

1,839 

9.55 

1,991 

1,991 

- 

Hendricksou  &  M'Farland        -    1 

J  5,600 

Same         -             -             -    IS 

3  4,600 

Cary,  Sandford  &.  Wampler       -   * 

S.  &  G.  Ewing                -            -    t 

Division  JVo.  2. 

Cashing  &.  Bkike            -             -    3 

6,800 

122,232 

1,065 

121,167 

3,500 

- 

- 

Johnson,  Shepherd   &  Co.         -    31 

5,800 

38,911 

5,308 

3?,603 

- 

- 

- 

NoRTiiER.v  Cross   Railroaxi. 

Division  JVo.  2. 

Stoughton  &  Fatten,    Breed  &, 

Livingston,  &  T.  H.  Cushing      1 

7,250 

75,100 

17,000 

58,100 

9,000 

3,000 

6,000 

Stoughton  >.t  Fatten       -            -    b 

5,000 

- 

- 

- 

1,000 

- 

1,000 

Morgan  L.  Payne           -            -    K 
M'Kibben,Cassaday  &  Co.        -    U 

5,400 

- 

- 

- 

_ 

- 

- 

6,1.50 

Same        -            -            -    1' 

6,090 

Same        -            -            -    H 

7,257 

400 

400 

- 

200 

- 

200 

Same         -             -             -    T 

4,810 

- 

- 

- 

- 

- 

- 

Same        -            -            -    16 

6,000 

1,200 

1,200 

- 

- 

- 

- 

Same        -            -            -    11 

6,000 

- 

- 

- 

- 

- 

- 

Same         -             -            -   2C 

6,000 

- 

- 

- 

- 

- 

- 

Same         -            -            -   21 

6,000 

_ 

- 

- 

_ 

- 

- 

Same        -            -            -   2; 

6,000 

10,000 

4,500 

5,500 

1,500 

1,000 

.500 

Same        -            -            -   2: 

]  5,600 

_ 

- 

- 

_ 

- 

- 

Same        -            -            -   2h 

5,300 

2,810 

1,200 

1,600 

400 

- 

400 

Same        -            -            -   2. 

)  5,, 300 

9.32 

9.32 

- 

. 

- 

- 

Same  -      -            -            -    2 

5,800 

3,080 

- 

3,080 

1,000 

- 

1,000 

Same        -            -            -    t 

*Superstructure  lineal  feet  of  stringers  contracted  for       -190,000     Mud-sills    210,000 
"  do.  do,  already  delivered      29,990    delivered      30,222 

Remaining  to  be  done         -  .  .  .'  -  160,010        -  -179,778 

tTimbcr  for  superstructure,  string  pieces  delivered,  7,796  lineal  feet.  Mud-sills  6,142  I.  ft. 


an  abstract   of  expenditures   upon   the  same,    up   to  December  15,  1838. 


i;  = 

r-:         ,                     r          '-A. 

Ifcfl     1        1 

3 

^'^1 

'a 

i 

s 

o 

^    1  1 

^ 

^ 

'^ 
-Q"? 

33  J3     S 

£ 

B'^ 

§ 

c 

2 

■o 

a 

o 

o 

^' 

o 

^i 

S 

"c 
2 

_o 

Mi 

|.s 

o 

•S  3 

o  o 

5 

s  ^  s 

5 

nix) 

j: 

rt            e 

'S 

rt 

'3 

s   '^ 

S 

'3 

rt  c 

s  o  c 

o 

C 

i 

•2 

2 

S 

1 

|i 

1  "" 

Q  ^-  *- 

^ 

fS 

f^ 

<          fS 

1-5 

< 

P5 

£ 

"^ 

w 

^ 

14,856 

3,900 

10,956 

I 
- 

240 

150 

90 

1,411 

1,411 

9,507 

4,692 

4,815 

' 

1     . 

- 

■    - 

2 

2 

1,519 

1,519 

4,814 

2,219 

2,095 

. 

- 

. 

. 

1 

1 

- 

1,547 

1,547 

3,670 

2,785 

885 

- 

- 

- 

- 

1 

1 

- 

1,295 

1,295 

5,-210 

5,034 

176 

- 

- 

- 

- 

1 

1 

- 

1.646 

1,646 

8,0SS 

7,107 

981 

. 

. 

200 

75 

125 

1 

1 

_ 

1,295 

1,295 

7,041 

6,435 

6' 16 

- 

- 

120 

120 

planking 

1 

1 

- 

1,646 

1,646 

- 

- 

- 

- 

500 

200 

300 

5,333 

3,G46 

1,637 

. 

. 

800 

300 

500 

1 

1 

. 

1,501 

1,501 

4,851 

3,381 

1,470 

- 

- 

425 

425 

planking 

4 

4 

- 

1,276 

1,276 

8,119 

6,894 

1,225 

- 

- 

- 

- 

2 

2 

7,739 

3,353 

4,436 

- 

. 

- 

- 

3 

3 

. 

309 

309 

5,982 

2,102 

3,880 

4 

4 

1,764 

45,248 

- 

45,248 

* 

" 

" 

* 

- 

■ 

" 

" 

1,588 

1,000 

- 

- 

- 

6,216 

1,993 

4,223 

400 

70 

330 

- 

- 

- 

1,485 

1,485 

800 

- 

800 

12,236 

10,290 

2,036 

*  134 

134 

. 

2 

2 

, 

609 

- 

600 

- 

. 

- 

1 

1 

5,648 

1,500 

4,148 

- 

- 

- 

2 
1 

2 
1 

[ 

I 

r 

[ 

1 

. 

2 

o 

600 

. 

600 

. 

. 

. 

2 

2 

_ 

- 

- 

235 

95 

190 

1 

1 

1,509 

- 

1,500 

. 

- 

3 

3 

5,008 

2.000 

3,008 

160 

60 

100 

2 

2 

5,009 

2,400 

2,609 

- 

- 

- 

3 

3 

3,595 

600 

2,995 

180 

150 

3r 

1 

2 

2 

ifSleepers  to  be  delivered       18,000 
Delivered    -  -  1,360 


Remainino; 


16.640 


184 


S  YNOPSIS  of  work  under  contract  in  the 


zh 

i 

O  r^ 

J3 

g 

s 

T3 

i 

B 

0    . 

Names  of  the  contractors. 

.2 

1 

a 

p 

o 

c 
o 
'a 

•S'O 

0  m 

11 

o 
d 

^ti 

a 
< 

< 

B 

Pi 

6 

Central  Branch  Railroad. 

Division  JVb.  1. 

David  Scott  &  Co. 

1 

$300 

$200 

$100 

$1,554  55 

S.  &  G  Ewing 

2 

. 

1,121  13 

Paddock, Jackson  «fc  Lee 

3 

50 

'50 

1,481  42 

David  Scott  &  Co. 

4 

200 

200 

Same 

5 

200 

200 

Same 

6 

200 

200 

] 

Same        -            -            - 

7 

200 

200 

Same        ... 

8 

75 

40 

35 

9,752  14 

J.  Ryan,  &  Gushing  &  Blake    - 

9 

100 

8 

92 

5,166  80 

M'Reynolds  &  Co.,  &  Gushing  & 

Blake               -            -            - 

10 

150 

150 

5,871  98 

Stark  &  Ho-^,  &  J.  L.  Burleigh 

11 

8.410  12 

John  Donegan    -            -            - 

12 

'l50 

150 

'966  35 

M'Reynolds  &  Co. 

13 

Same        - 

14 

*150 

'.90 

"eo 

2,229  08 

J.  W.  Brown  ,    - 

15 

100 

33 

67 

Same    "    - 

16 

100 

21 

79 

1,541  21 

Hendrickson  &  M'Farland       - 

17 

Same        -            -            - 

18 

. 

3,748  85 

Gary,  Sandford  &,  Wampler      - 

1,998  35 

S.  &  G.  Ewing 

[ 

132  06 

Division  JVo.  2. 

Gushing  &  Blake 

32 

1,764 

253  47 

Johnson,  Shepherd  &  Go. 

33 

588 

1,129  02 

Northern  Cross   Railroad. 

Division  JVo.  2. 

Stoughton   &  Patton,    Breed  & 

Livingston,  &  T.  H.  Gushing 

11 

8,900 

3,863 

5,037 

21,688  52 

Stoughton  &  Patton 

12 

Morgan  L.  Payne 

13 

1,228  01 

M'Kibben,  Gassaday  &  Go. 

14 

Same 

15 

, 

. 

Same        ... 

16 

70 

'70 

Same        .            .            . 

17 

50 

50 

Same 

18 

125 

125 

Same 

19 

100 

100 

. 

Same 

20 

100 

100 

Sivme 

21 

100 

100 

." 

Same 

22 

150 

150 

Same 

23 

125 

125 

. 

Same 

24 

150 

150 

Same        -            .            - 

25 

100 

100 

Same        -            -            - 

26 

200 

200 

11,187  59 

Same        -            -            - 

• 

185 


Eastern  Engineering  District — Continued. 


M  i. 

c  i 

c 
o 

G   o 

Q  "^ 

il 

-s« 

-a  g 

Remarks. 

^  - 

°-^    rn 

T° 

"    I-    fl 

Sal 

III 

ctf 

O   m  S 

o 

H  «   « 

H-s  2 

$998  09 

^5,061  91 

$5,713  61 

435  05 

2,456  28 

2,378  80 

450  73 

2,578  93 
1,814  23 
1,977  35 
2,095  38 
4,941  87 

2,868  60 
2,168  42 
2,661  58 
2,323  24 
6,599  71 

Finished  except  dressing. 

1,710  96 

3,125  41 

3,192  76 

583  86 

7,620  41 

7,262  35 

Finished  except  bridging. 

989  45 

12,816  92 

12,523  10 

940  56 

9,084  64 

7,398  37 

181  21 

1,227  41 
1,396  67 

944  55 
1,448  69 

Finished  except  dressing. 

393  43 

1,577  00 
1,860  77 

1,167  66 
1,815  04 

Finished  except  dressing. 

282  30 

2,068  65 

3,219  56 

The  approximate  grade  was  much  changed  on 

the  de- 

, 

Finished  and  accepted.                       [finite  location. 

3,748  85 

3,606  53 

Finished  and  accepted. 

340  33 

14,968  00 

. 

30  93 

2,025  00 

44  73 

87,475  16 

Masonry  and  bridging  not  contracted  for. 

199  24 

22,270  84 

6,324  54 

91,686  00 

93,778  54 

Finished  except  1  stone  culvert  and  dressing. 

216  72 

2,093  73 

3,548  07 

Finished  except  dressing,  &c. 
Finished  except  dressing,  &c. 
Finished  except  dressing,  &c. 

Finished  except  dressing,  &c. 

Finished  except  dressing,  &c. 
Finished  except  dressing,  &c. 
Finished  except  dressing,  &,c. 

Finished  except  dressing,  &c. 

1,974  35 

22,080  07 

20,801  64 

Contract  now  abandoned. 

186 


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187 

Report  of  C.  L.  Seymour^  Assistant  Engineer. 

Railroad  Office, 

Mounl   Vernon^   October  15,  1838. 
To  Edward  Smith,  Esq. 

Principal  Engineer  of  the  Soulhcrn  Cross  Railroad,  (^c. 

Sir:  in  accordance  with  your  letter  of  instructions,  dated  August  13, 
1  proceeded  on  to  Albion  with  the  party  and  commenced  running  the 
Hne  west  towards  Fairfield.  It  was  the  intention  to  find,  it  possible,  a 
nearer  route  to  Fairfield  than  was  made  by  the  former  survey,  by  curving 
to  the  north  and  following  up  the  valley  of  Woodland  creek,  and  cross 
the  ridge  on  the  west  side  of  this  valley,  and  to  pass  near  the  mouth  of 
White-oak  branch  in  the  direction  of  Fairfield;  and  with  this  view  I 
commenced  at  the  west  end  of  section  number  18,  near  Albion,  and  ran 
the  west  as  far  as  Woodland  creek;  thence,  curving  to  the  north  and 
following  up  the  same,  a  distance  of  about  three  miles,  before  I  could  find 
a  suitable  place  for  crossing  the  ridge.  The  valley  of  Woodland  creek 
liesabout  five  degrees  east  of  north,  thus  throwing  the  line  off  in  a  north- 
easterly direction,  instead  of  west,  which  direction  the  line  should  take. 
From  this  point  to  the  mouth  of  tiie  White-oak  branch,  which  place  you 
mention  in  your  letter  of  instructions,  the  line  assumes  a  southwest- 
wardly  direction  for  a  distance  of  about  seven  or  eight  miles,  thus  mak- 
ing the  distance  greater  than  by  the  old  survey. 

Having  ascertained  this  fact,  I  returned  tr  the  starting  point  and  con- 
tinued the  tangent  on  the  west  end  of  section  number  18,  and  ran  south 
67  degrees  west,  lo  near  Sidney  Springs;  thence  curving  to  the  north, 
and  passing  near  Wilham  Wood's  house;  thence  curving  to  the  west  until 
we  obtain  north  81°  west.  On  this  course  the  line  extends  to  Fairfield, 
a  distance  of  about  twelve  miles,  on  one  straight  line,  but  owing  to  the 
rough  and  broken  country  on  the  west  side  of  the  Little  Wabash  river, 
I  returned  to  near  Wm.  Wood's,  and  ran  the  line  north  88  degrees  west, 
until  we  reached  the  White-oak  branch;  thence  curving  to  due  west, 
and  ran  the  line  on  as  far  as  David  King's  farm,  and  adopted  this  as  the 
most  feasible  route;  and  as  the  time  was  near  when  the  party  were  to  be 
at  Carlyle,  I  sent  them  on  agreeable  to  your  instructions. 

Since  the  return  of  the  party  from  the  Kaskaskia  river,  at  Carlyle,  I 
have  revised  the  line  from  Albion  west,  as  far  as  William  Wood's  place 
of  residence,  by  curving  to  the  south,  at  the  end  of  the  18th  section,  3 
degrees,  and  running  south  63  degrees  west,  to  near  Sidney  Springs; 
which  line  runs  upon  level  ground  the  greater  part  of  the  distance,  and 
close  along  the  edge  of  the  broken  ground,  and  making  a  tangent  of 
about  six  miles  in  length;  thence  curving  to  the  north  upon  a  radius  of 
1,432  feet,  and  joining  the  former  line.  1  have  also  meandered  the  Little 
Wabash  river,  near  the  mouth  of  the  White-oak  branch,  for  a  distance 
•of  about  one  mile  and  a  half,  and  find  that  the  line  could  be  changed  to 
advantage  by  curving  one  degree  more  south,  near  Wm.  Wood's,  which 
would  extend  the  tangent  to  beyond  or  west  of  David  King's  place  of 
residence;  thus  superseding  the  necessity  of  a  curve  at  the  mouth  of 
White-oak  branch,  and  also  lessen  the  amount  of  embankment  on  section 
27.  This  alteration  I  should  have  made,  had  the  time  before  the  letting 
been  sufficient  to  have  allowed  me  to  do  so. 


188 


The  map,  profile,  and  plans  of  bridges,  together  with  an  estimate  of 
cost  for  grading  sections  numbered  25,  26,  and  27,  are  herewith  submit- 
ted for  jour  inspection   by 

Your  obedient  servant, 

a  L,  SEYMOUR. 


Estimate  of  cost  for  grading  Sections  No.  25,  26,  and 'Hi,  upon  the  Eastern 
Division  of  the  Southern  Cross  Railroad,  extending  from  Alton  to  Mount 
Carmel. 

Section  No.  25. 

1 1.50  acres  of  clearing,  at  $30  per  acre     - 
3.75  acres  of  grubbing,  at  $l25  per  acre 
14,644        cubic  yards  of  embankment,  at  20  cents  per  yard 
200        feet  of  truss  bridging,  at  $5  per  foot  run 

Total       - 

Section  No.  26. 

12.63  acres  of  clearing,  at  ^30  per  acre     - 
4.13  acres  of  grubbing,  at  $125  per  acre 
24,0l5        cubic  yards  of  excavation,  at  15  cents  per  yard 
9,399        cubic  yards  of  embankment,  at  20  cents  per  yard 
200       feet  of  truss  bridging,  at  $5  per  foot  run 

Total       - 


Section  No.  27. 

12.63  acres  of  clearing,  at  $30  per  acre 
4.13  acres  of  grubbing,  at  $125  per  acre 
52,925        cubic  yards  of  embankment,  at  20  cents  per  yard 
1,166        cubic  yards   of  masonry  for  bridge  abutments,  at 
$6  per  yard 
lOO        feet  of  bridging  over  White-oak  branch,  at  $l0 

per  foot  run  of  the  bridge  way 
100        feet  of  truss  bridging,  at  f  5  per  foot  run 

Total       -  .  -  -  . 


Summary. 

Section  No.  25          -                    -  -  -   |4,742  55 

Section  No.  26          -                    •  -  7,377  05 

Section  No.  27          -                    -  -  -    19,676  65 

Total  of  the   three  sections          -  -  -    31,796  15 


Note. — The  report  of  J.  W.  Hoyt,  Engineer  of  the  Eastern  Engineering  District,  to  the 
Commissioner  of  the  Fourth  Judicial  Circuit,  will  be  found  near  the  close  of  the  volume; 
also  the  report  of  D.  Burr,  Principal  Engineer  of  the  States  of  Indiana  and  Illinois,  on 
the  improvement  of  the  Wabash  river. 


189 


EXHIBIT  No.  V. 


REPORT  OF  JOEL  WRIGHT, 

WITH  ACCOMPANYING  DOCUMENTS. 


Vandalia,  Dec.  13,  1838, 
To  the  President  of  the  Board  of  Public  Works 
of  the  State  of  Illinois. 
The  undersigned,  Commissioner  of  the  fifth  judicial  circuit,  has  the  honor 
to  submit  the  following  report. 

Since  that  part  of  the  Northern  Cross  railroad  lying  in  this  circuit  was 
placed  under  the  superintendence  and  control  of  the  Commissioner  of  the 
first  circuit,  the  only  work  remaining  in  the  charge  of  the  undersigned,  is 
the  Peoria  and  Warsaw  railroad.  The  report  of  H.  P.  Woodworth,  chief 
engineer,  with  the  schedules,  numbers  1  and  2,  thereto  annexed,  which 
are  herewith  submitted,  will  show  the  operations  on  this  road  since  the 
last  meeting  of  the  Board,  and  the  state  of  the  work  under  contract  on 
the  eastern  division  of  the  same  on  the  first,  and  on  the  western  division, 
on  the  I5th  day  of  November  last.  Since  those  dates  there  has  been  paid, 
for  the  legal  per  centage  on  work  done  on  the  first  named  division,  the 
sum  of  $4,095  61. 

The  following  is  a  statement  of  the  receipts  and  expenditures  by  the  un- 
dersigned, since  his  last  semi-annual  report. 

Balance  on  hand  as  reported  ...  $5,041  49 

Amount  drawn  for  the  Peoria  and  Warsaw  railroad  -  65,271  43 

Amount  drawn  for  the  general  fund  -  -  1,950  00 

Amount  of  contract  drafts     ^  .  -  .  6,699  74 

Property  sold  -  •  .  -  ^  5  00 


Expended  on  the  Peoria  and  Warsaw  railroad  ^50,188  03 
Same  (charged  to  general  fund)  -  .       8,212  26 

Same,  contract  drafts  .  -  .      6,699  74 


$78,967  QQ 


65,100  03 

Amount  for  Northern  Cross  railroad  charged 

to  general  fund     -  .  .  .  731  52 

Balance,  being  cash  on  hand  -  -     13,136  11 


78,967  66 


m 

The  whole  amount  received  by  the  undersigned  since   the  commence- 
ment of  the  public  works  is  as  follows: 

Amount  drawn  for  Peoria  and  Warsaw  raih'oad  -  $74,271  43 

Amount  of  contract  drafts  for  same     -             -  -  6,699  74 

Amount  of  property  sold         -             -             ,  .  103  25 

Amount  drawn  for  Northern  Cross  railroad     -  -  7,000  00 

Amount  of  general  fund          -             -             -  -  4,950  00 


The  amount  expended  is — 

On  the  Peoria  and  Warsaw  railr'd  $65,390  78 
Same  (charged  to  general  fund)         -  9,834  79 


$93,024  42 


75,225  57 


Northern  Cross  railroad       -  -  1,822  96 

Same  (charged  to  general  fund)         -  2,839  78 

4,662  74 

Balance,  being  cash  on  hand  -  -       13,136  11 

All  which  is  respectfully  submitted. 


|93,024  42 


J.  WRIGHT,  Corner,  ^t. 


Report  of  II.  P.   Woodioorth. 

Rail  Road  Office, 

La  Salle  county,  Nov.  27, 1838. 
To  the  Commissioners  of  the 

Northern  Engineering  District  of  Illinois. 

Gentlemen  :  In  accordance  with  practice  and  precedent,  and  in  the 
discharge  of  my  duty  as  your  chief  engineer,  1  have  the  honor  of  laying 
before  you,  with  other  accompanying  documents,  the  following  brief 
report. 

You  are  well  aware  of  the  peculiar  state  of  things  relating  to  the  duties 
of  chief  engineer  in  this  district,  when  I  first  entered  upon  those  duties — 
roads  locqited,  and  works  at  various  points  put  under  contract,  without 
the  supervision  or  even  direction  of  a  general  su})erintending  head — assist- 
ant engineers  tenacious  of  their  location,  plans  of  work,  and  schemes  of 
operation,  and  naturally  and  justly  jealous  of  innovations  upon  the  same — 
contractors  ready  to  exclaim  against  any  change  in  grade  direction,  or 
kind  of  work — and  what  promises  to  be  still  more  annoying,  envious  and 
jealous  and  disappointed  persons  were  known  to  stand  ready  to  seize  upon 
every  thing  not  strictly  in  accordance  with  their  bigoted  and  limited  no- 
tions upon  what  might  perhaps  be  beyond  the  comprehension  of  their 
shallow  understandings,  upon  which  to  base  argument?  to  prejudice  the 
public  mind  against  individuals  in  particular,  and  the  system  of  internal 
improvement  in  general.  I  have,  however,  endeavored  to  conduct  the 
public  works  under  my  charge,  without  allowing  the  above  considerations 
to  influence  me  at  all  to  the  prejudice  of  public  interest. 

On  entering  upon  my  duties  as  your  chief  engineer,  my  iii'st  care  wa 
to  make  myself  fully  and  thoroughly  acquainted  with  the  nature,  situa^ 


191 

tion  and  progress  of  every  work  of  improvement  in  this  district,  by  my 
own  personal  examinations;  and,  also,  thoroughly  to  inform  myself  with 
the  plans  and  views  of  my  assistants  in  relation  to  them.  The  results  of 
my  investigations  were  very  satisfactory.  Every  thing  seems  to  have  been 
conducted  with  accuracy  and  judgment,  and  in  no  instance  should  I  have 
differed  essentially  in  the  locations,  plans  of  work,  &c.  from  the  gentle- 
men engineers  who  had  conducted  the  work  thus  far;  and  I  am  happy,  at 
this  time,  to  bear  witness  to  their  individual  skill  and  the  untiring  zeal 
which  has  been  manifested  by  them  in  conducting  the  different  works 
over  w^hich  they  have  the  more  immediate  superintendence.  Of  those 
works  I  will  speak  in  detail, 

Peoria  and  Warsaw  Railroad. 

The  twelve  miles  of  this  work,  which  is  under  contract  from  Peoria 
out,  bids  fair  for  completion  within  the  specified  time.  No  unexpected 
diiliculties  have  been  encountered,  and  the  work  for  the  most  part  has 
gone  on  smoothly.  Some  slight  changes  in  grade  and  direction  have  been 
found  necessary,  but  in  no  instance,  it  is  believed,  to  the  prejudice  of  the 
'Con:3truction.  Rock  has  in  some  instances  been  found  where  earth  only 
was  expected,  whicti  of  course  increases  the  expense  of  excavation.  The 
accompanying  schedule  (number  1,)  will  exhibit  to  you  the  amount,  kind 
and  cost  of  work  done,  and  also  to  be  done  on  this  portion  of  the  road. 
On  the  twelve  miles  from  Warsaw  less  has  been  accomplished,  notwith- 
standing every  exertion  has  been  made  to  forward  the  work.  It  is  believ- 
ed, however,  that,  the  contract  may  be  fulfilled  in  due  season. 

Schedule  number  2  exhibits  the  state  of  this  portion  of  the  road. 

Centkai.  Rait>k<>ad. 

'I'hat  portion  of  this  road  extending  twenty  miles  from  Galena  was 
put_  under  contract  in  May  last.  Contractors  immediately  commenced 
their  operations  with  demonstrations  at  least  of  conducting^  their  respec- 
tive jobs  with  much  energy  and  honesty.  Unfortunately  it  has  turned 
out -Giherwise.  Contractors  absconded,  jobs  were  abandoned,  and  not- 
withstanding the  greatest  exertions  of  the  resident  en-^ineer,  much  con- 
fusion and  delay  ensued.  Other  causes  also  had  their  Influences  to  per- 
plex  and  retard  the  progress  of  this  work;  among  which  it  is  suflicient  to 
mention  the  protracted  and  painful  illness  of  our  late  and  much  lamented 
Commissioner,  Col.  Stephenson— the  unusual  sickness  of  the  season,  and 
the  ditticulty  experienced  in  procuring  laborers  during  the  mining  season. 
Thmgs,  however,  are  fast  assuming  a  new  andseltled  state,  and'with  the 
exception  of  Doct.  Power's  contract,  (which  I  think  ere  long  must  suffer 
a  change)  there  is  a  fair  prospect  thai  the  work  will  be  conducted  as  it 
should  be,  and  that  the  final  completion  will  not  be  prolonged  beyond  the 
specific  time.  For  further  particular  information,  T  refer  you  to  schedule 
numbers. 

In  the  month  of  June,  twentv-two  miles  of  this  road,  on  the  Illinois 
river,  was  put  under  contract.  Fortunately  this  work  fell  into  good  hands, 
and  Las  so  tar  been  conducted  under  fortunate  circumstances'^and  conse'- 


192 

quently  has  rapidly  progressed  towards  completion.  No  difficulties  have 
as  yet  been  encountered,  and  there  appears  to  be  made  every  necessary 
arrangement,  by  the  contractors,  for  pressing  forward  with  their  heavy 
jobs  during  the  ensuing  winter;  and  there  appears  nothing  at  present  to 
prevent  the  prompt  fulfilment  of  all  the  contracts.  See  accompanying 
schedule  number  4. 

Rock  River  Improvements. 

The  improvements  of  the  Lower  rapids  were  put  under  contract  in 
May.  Able  and  experienced  contractors  are  conducting  that  work.  The 
stage  of  water  has  been  very  favorable  so  far,  and  as  much  has  been  ac- 
complished as  could  have  been  expected.  Some  deviation  from  the  origin- 
al plan  of  work  will  be  found  necessary,  on  account  of  not  being  able  to 
procure  the  stone  as  first  contemplated.  The  cost  of  the  work  will  not  be 
materially  altered  by  the  proposed  change,  and  it  is  believed  the  work 
will  be  completed  at  an  early  period  and  in  the  best  possible  manner. 
See  schedule  number  4. 

On  the  whole  I  believe  there  has  been  as  much  accomplished  on  the 
public  works  as  could  have  been  reasonably  expected,  and  I  am  confident 
in  saying  that  the  same  quantity  of  work  similarly  situated  has  never  been 
conducted  with  more  enterprise  and  a  fairer  promise  of  speedy  comple- 
tion. It  is  also  worthy  of  remark  that  nearly  all  the  heavy  and  difficult 
and  expensive  work  is  embraced  in  the  present  contracts,  and  that  which 
remains  is  principally  light  grading,  upon  smooth  open  prairie,  which 
probably  will  not  cost,  on  an  average,  over  $1,000  per  mile. 

Engineering  and  Field  Operation. 

Having  two  often  experienced  the  evils  of  hurried  locations,  and  of 
preparing  work  for  contract  on  short  notice,  I  have  caused  as  much  of 
our  railroad  lines  to  be  located  as  seemed  consistent  with  economy  and 
the  strength  of  our  engineering  parties.  On  the  eastern  division  of  the 
Peoria  and  Warsaw  road,  twenty  miles  have  been  located,  extending 
from  the  work  under  contract  to  Canton,  and  on  the  western  divisions  ten 
miles  extending  to  Carthage.  The  company  that  made  these  locations 
have  been  engaged  in  making  examinations  and  surveys  for  the  improve- 
ment of  the  route  between  Carthage  and  Macomb.  The  results  of  those 
operations  will  be  reported  to  the  acting  Commissioner  as  soon  as  they  can 
be  made  out. 

All  that  portion  of  the  Central  railroadlyingin  the  seventh  circuit  has  been 
located,  and  the  line  of  location  continued  as  far  as  the  Rocky  ford  in  the 
sixth;  also  on  the  western  or  Galenadivision,  ten  miles  extending  to  Savan- 
nah, has  been  prepared  for  contract.  Reports,  maps,  plans  profiles  and 
estimates  on  the  above  work,  will  be  presented  to  the  acting  Commission- 
er as  early  as  practicable. 

There  has  been  so  much  local  as  well  as  individual  feeling  exhibited  in 
relation  to  the  location  of  the  railroad  on  Rock  river,  that  I  have  deemed 
it  expedient  to  have  thorough  surveys  made  on  every  possible  route  between 
Savannah  and  the  above  river.  For  this  purpose  there  has  been  a  party  in 


193 

the  field  since  about  the  first  of  August.  The  result  of  those  surveys  will 
be  reported  to  the  acting  Commissioner  as  early  as  possible,  and,  together 
with  what  w^as  done  last  year,  will  afford  him  a  sufiicient  data  at  least  to 
make  a  location  on  the  cheapest  route.  Other  considerations,  however, 
besides  the  results  of  bare  engineering  operations,  should  have  their  due 
weight  in  deciding  upon  the  point  for  crossing  Rock  river. 

The  present  season  has  sutficiently  demonstrated  the  necessity  of  some 
improvements  at  least  in  the  navigation  of  the  Illinois  river.  I  have  ta- 
ken advantage  of  the  very  low  stage  of  water,  and  caused  surveys  to  be 
.made,  with  examinations  of  all  obstructions  to  steam  navigation,  fron:i  the 
terminating  of  the  Michigan  canal  to  Peoria.  The  accompanying  report 
of  Gen.  Ransom  will  furnish  the  detail  of  the  above  mentioned  survey. 

Such,  gentlemen,  is  a  brief  vieAv  of  the  progress,  present  state,  and  fu- 
ture prospects  of  the  works  of  internal  improvement  in  the  northern  en- 
gineering district.  Much  has  been  done,  and  much  credit  certainly  is 
due  the  engineering  corps  generall)^,  and  to  the  principals  who  have  had 
the  more  immediate  control  of  the  different  works  in  particular. 

In  conclusion,  perhaps  you  may  expect  from  me  suggestions  in  rela- 
tion to  future  operations.  On  tljis  point  I  feel  no  little  diffidence,  know- 
ing, as  I  do,  that  much  must  depend  upon  future  circumstances  over 
which  you  may  have  no  control.  It  will  not  be  improper,  however,  for 
me  to  suggest  and  urge  the  propriety  of  pressing  forward  the  iinprove- 
uient  of  the  rivers.  The  Illinois  river  in  particular  demands  immediate 
attention — and  as  the  improvement  consists  principally  in  the  removal 
of  bars,  the  work  may  be  commenced  early  in  the  spring.  Dredging  ma- 
chines can  only  be  used  to  advantage  in  this  operation,  and  as  there  are 
two  now  at  this  place  which  are  peculiarly  well  calculated  for  river  work, 
I  would  suggest  the  propriety  of  making  some  arrangements  to  employ 
them  as  early  as  possible.  Even  one  of  those  machines  will  do  much  to- 
wards improving  the  navigation,  even  in  one  season.  I  would  also  re- 
commend that  such  portions  of  the  different  roads  as  will  form  continued 
lines  from  navigable  waters  to  some  important  port,  oi^  towns  in  the  in- 
terior, should  be  put  under  immediate  contract,  and  the  work  hastened  to 
completion.  Utility  might  then  soon  be  demonstrated  to  the  skeptical, 
and  visible  tangible  facts  could  be  made  use  of  to  combat  opinions  and 
prejudices  against  the  present  system  of  internal  improvements.  For  the 
above  purpose  let  the  lines  between  Peoria  and  Canton,  and  between  La 
Salle  and  Rock  river,  at  least.  Those  two  portions,  in  my  opinion,  possess 
advantages  that  should  not  be  overlooked,  and  which  will  readily  suggest 
themselves  to  your  understandings.  Other  work  might  be  put  under  con- 
tract to  good  advantage,  and  without  pi'ejudicing  in  the  least  works  al- 
ready begun. 

Respecting  superstructure,  &c.  I  deem  it  premature  to  make  any  sug- 
gestions, but  will  r-^.mark  that  whatever  plan  or  plans  may  be  adopted, 
there  appears  to  be  an  abundance  of  good  material,  which  can  easily  be 
obtained  for  any  of  our  purposes,  without  going  far  from  the  lines. 

H.  P.  WOODWORTH. 
13 


194 

SCHEDULE   No.   1. 
Amount  of  work  done  on  the   Eastern  Division  of  the 


to 

bX3 

ri 

k 

1 

43 

.2 

•a 

£ 

Xi 

S  2 

2 

o     . 

S 

1 

m  a 

1 

(-< 

^ 

■    tt 

u 

c 

1. 

fc 

t 

S  £ 
^li 

p. 

■^ 

ss 

'^^S 

\ 

^ 

•S 

0) 

o 

.o 

s 

g 

■r^ 

0 

o 

.o  " 

(D 

3 

g 

•ri 

a 

'.-' 

a 

3 

'u 

"^ 

o 

o 

Ph 

<1 

U 

Oh 

< 

o 

Ph 

< 

o 

Ph 

cts 

$ 

$ 

1 

$36  00 

658 

16 

$105  28 

3,100 

2^ 

$682  00 

- 

. 

2,255 

3  00 

2 

40  00 

1,209.2 

14 

169  28 

2,339.15 

18 

421  02 

_ 

_ 

_ 

t9.3 

3  00 

3 

50  00 

3.874 

15 

581  10 

6,121 

16 

979  36 

_ 

. 

19..35 

3  50' 

4 

100  00 

22,878 

14 

3,202  92 

24,648 

14 

3,450  72 

- 

- 

-- 

26.88 

3  50 

5 

250  00 

7,238 

16 

1,158  08 

12,204 

17 

2,074  68 

800 

1  00 

$800 

875 

3  00 

6 

800  00 

1,041 

18 

187  38 

18,121 

16 

2,899  30 

395 

1  00 

.395 

- 

- 

7 

300  00 

_ 

_ 

_ 

-3,500 

19 

665  00 

_ 

. 

. 

. 

. 

8 

20  00 

22,014 

18 

3,962  52 

2,200 

16 

352  00 

307 

1  00 

.307 

52.40 

4  00 

9 

12  00 

8,811 

13 

1,145  43 

13,505 

16 

2,160  80 

- 

- 

- 

106.88 

2  00 

10 

120  00 

2,042 

14 

285  88 

*  2,042 

17 

.347  14 

_ 

. 

. 

54 

2  50 

li 

5  00 

11,204 

14 

1,568  56 

1,761 

15 

264  15 

. 

. 

- 

t  4.37 

3  00 

12 

25  00 

1,758  00 

1,287.05 

14 

180  19 
12,546  62 

7,594.62 

15 

1,139,  19 

_ 

_ 

- 

t  38.62 

3  00 
_ 

15,435  42 

1,502 

Amount  of  ivork  to  be  done  on  the  Peoria  and 


1 

. 

. 

. 

2 

3 

- 

2,025 

15 

4 

8,464 

14 

5 

$50  00 

2,946 

16 

6 

480  00 

12,.375, 

18 

7 

25  00 

11,874 

16 

,8 

- 

4,447 

18 

9 

. 

. 

_ 

10 

- 

7,477.41 

14 

555  00 

$303  75 
1,184  96 
471  36 
2,227  50 
1,899  84 

800  46 


1,046  83 


r,9.34  70 


309 

4,917 
9,024 
5,970 
38,755 
.59,953 

1,667 

1,236 
50,141 


cts 

$67  98 

16 
14 
17 
16 

786  72 
1,263  36 
1,014  90 
6,200  80 
11,391  07 

IG 

266  72 

16 
16 

197  76 

8,922  56 

- 

29,211  87 

500 
2605 


1  00 
1  00 


$500 
2,605 


;' 105 


R.  B. 

Final  estimate. 


195 

SCHEDULE  No.    1. 
Peoria  and  Warsaw  Railroad,  up  to  the  \st  November,  1838. 


1 

'w  t^ 

o 

a 

r^ 

r^ 

^ 

'»§ 

ci 

^ 

a 

"S 

^  § 

to 

>■> 

o 

S  g 

s  a 

s 

rS 

t- 

^ 

^ 

S 

Cl<§ 

a 

>^^ 

c. 

a 

>-> 

P. 

c 

OJ 

a 

a 

D 

|i 

95 

o 

o 

3 

13 

"rt 

1 

o 

cC 

3 

<: 

lb 

^ 

o 

Eh 

$67  65 

$890  93 

$133  63 

27  90 

'  3 

4  50 

$12 

■ 

. 

- 

. 

670  20 

- 

67  72 

3 

5  00 

15 

. 

. 

- 

. 

1,693  18 

253  97 

94  00 

- 

- 

- 

330 

2  00 

$660  00 

a  $79  50 

7,587  14 

1,133  07 

262  50 

(104 
^428 

4  00 
4  25 

418  ) 
1,819  \ 

794.5 

2  00 

1,589  00 

b  1800  00 

10,246  26 

1,536  94 

_ 

105.77 

2  00 

211  54 

c    75  00 

5,512  80 

826  92 

rf 1019  52 

. 

- 

. 

. 

. 

_ 

965  00 

144  75 

208  00 

- 

- 

. 

- 

- 

e   100  00 

4,949  52 

742  43 

213  76 

- 

- 

- 

_ 

- 

- 

3,531  99 

529  80 

135  00 

. 

- 

. 

_ 

/1600  32 

2,488  34 

375  25 

131  10 

- 

- 

- 

- 

- 

1,968  81 

- 

115  86 

- 

- 

1,460  24 

1,3-23  49 

2,260 

4,674  34 

41,964  41 

$757  30 

670  20 

1,439  21 

6,449  07 

8,709  32 

4,685  88 

820  25 

4,207  09 

3,002  19 

2,113  09 

1,968  81 

1,460  24 


Warsaw  Railroad,  in  the  Eastern  Division. 


- 

- 

. 

- 

- 

. 

- 

. 

270 

200 

$537  50 

- 

- 

- 

- 

- 

- 

- 

537  50 

- 

- 

- 

- 

- 

- 

$67  78 

- 

. 

, 

1,090  47 

2  00 

$540  00 

- 

2,988  32 

2  00 

400  00 

g    $840 

3,276  26 

- 

- 

h  4  000 

15,513  TJO 

- 

i   3,000 
</ 1,000 
\k    400 

16,315  91 

■■ 

" 

2,467  18 

- 

- 

- 

197  76 

- 

- 

- 

9,606  89 

940  00 

9,240 

51,524  07 

Rather  too  much 


a  79.5  cubic  yards  rock  in  foundation  wall,  b  Bridge  and  tresslpwork.  c  Excavation 
of  abutment  pits,  d  Excavation  of  the  channel  of  creek  5,664  cubic  yards,  e  50  cubic 
yards  rock  hauled,  (not  laid.)  /  10,002  cubic  yards  embankment  borrowed  earth,  at  16 
cents,  g  Bridge  and  tressle.  h  Bridge  abutments,  i  Bridge  abutments,  j  Paving 
drains,     k  Bridge  abutments. 


196 

SCHEDULE  No.  2. 

Estimate  of  toork  to  be  done  on   the   Western  Division  of 


m 

a 
o 

1 

1 

a 

g 

r 

6 

c 

D 

o 
S 
< 

c 

i 

6 

CS 

>-> 

i 

i| 

a   a; 
>^ 

o 

4J 

a 

II 

•■§2 
o 

ci 

i 

< 

3 

s 

a)  H 

o 

:s 

3 
O 

-8 

1 
S 

ire 

115 
114 
109 
108 
107 
106 
105 
107 
106 

y)5 

« 

^00 
270 
260 
250 

100 

7,598 
10,609 
5,713 
9,667 

10,524 
3,025 
1,997 
220 
8,545 

Ci5 

17 
17 
17 
17 

17 
16 
17 
16 
19 

$    _ 

1291  66 
1803  53 
971  21 
1643  39 

1789  08 

484  00 

339  49 

35  20 

1623  50 

3,070 
4,648 
4,413 
3,979 

2,491 
3,819 
974 
1,793 
1,941 

16 
16 
16 
16 

16 
15 
15 
14 
14 

$ 

491  20 

73  68 

706  08 

636  64 

398  56 
572  85 
146  10 
251  02 

271  74 

- 

cfa 

$ 

1,000 

ds 
40 

$ 
400  00 

266 
300 
147 
200 

36 
21 
142 

4  00 
4  00 
4  00 
4  00 

4  00 

4  00 

5  00 

Estimate   of  work  done  on  the   Western   Division    of  the. 


107 
106 
105 


50 


400 


5,240 

270 
1,632 
2,434 

4,971 

1,744 

14 

1,420 


16 

838  40 

17 
15 

16 

45  90 
244  80 
389  44 

14 
17 
16 
19 

720  79 

296  48 

2  24 

269  80 

2807  85 

14,702 

2,034 
5,224 

4,890 

3,374 

589 
3,011 
3,971 


16 

2352  32 

16 
14 
15 

330  24 
731  36 
733  50 

13 
15 
14 
14 

455  49 

88  35 

421  54 

555  94 

5668  74 

822 

125 

1027  50 

3,676 

40 

1470  40 

576J 

3  50 

5  00 

_ 

. 

715 

40 

286  00 

. 

38 

200 

76  00 

29 

95 

_ 

28  00 

191 

45J 

's 

2  00 

3  50 

4  00 

- 

1103  50 

- 

1784  40 

- 

- 

197 

SCHEDULE  No.  2. 

ike  Peoria  and  Warsaw  Railroad,  after  November  15,  1838. 


<o 

1 

L 

a, 

■TS 

'cS 

'V  >^ 

O. 

"o  9 

S 

o  . 

|1 

n 
S 

5 
o 

«  a 

a 
o 

S 

s 

p- 

2 

>^ 

e. 

a 

1 

cd 

a 

CB 

o 

•si 

o 

o 

_o 

a> 

'cS 

1 

-3 

3 
< 

D 
O 

s 

6 

13 

6 

1 

< 

m 

1 

E 

1 

$ 

1 

$ 

$ 

$ 

$ 

$ 

_ 

_ 

_ 

*  5,000 

5,000  00 

1,064  00 

- 

300 

2  50 

750 

3,796  86 

1,200  00 

- 

- 

- 

4,417  21 

538  00 

. 

- 

- 

- 

- 

- 

2,325  29 

800  00 

. 

. 

. 

- 

3,330  03 

1 

- 

- 

- 

- 

- 

tIO,000  00 

. 

35 

5  00 

175  00 

. 

. 

2,462  64 

_ 

145 

6  50 

942  50 

. 

. 

1,999  35 

154  00 

_ 

. 

- 

:t253  40 

882  99 

84  00 

. 

- 

- 

. 

- 

370  22 

710  00 

2,605  24 

37,389  83 

Peoria  and    Warsaw   Railroad,  up  to  November  14,  183S. 


267  16? 
46  25 


382  GO 
158  C7 


32  00 


08 


88 

5  50 

484  00 

706 

2  00 

1,412  00 

a   381  30 

$8,529  33 

1,279  40 

. 

. 

. 

. 

. 

, 

912  14 

136  82 

418 

7  00 

2,926  00 

10  A 

■2   00 

21  00 

b  872  00 

5,381  16 

807  17 

34.86 

7  50 

256  95 

- 

- 

c     40  00 
d      9  00 

1,587  56 

238  13 

- 

- 

- 

- 

- 

e    77  80 

5  1,254  08 

- 

. 

. 

. 

. 

- 

- 

/  108  45 

525  28 

78  79 

. 

. 

. 

. 

. 

. 

. 

423  78 

63  56 

: 

3,666  95 

- 

- 

825  74 

123  86 

1,433  00 

1,668  55 

19,439  07 

7,219  93 

775  32 
4,573  99 
1,349  43 

1,254  08 
446  49 
360  22 
701  88 


*  Cannot  give  an  accurate  estimate  of  this  section,  but  I  think  $5,000  win  complete  it. 

t  Cannot  estimate  accurately,  say  $10,000.     :j:  Side  drains.    0  Final  estimate. 

a  Coffer-dams,  foundations,  &c.  b  Sundries  not  to  be  described,  c  200  cubic  yards 
of  excavation  in  abutment  pits,  d  Levelling  foundation  of  works.  e  389  cubic  yards 
of  excavation  in   extra  drains,     f  723  cubic  yards  of  side  drains. 


198 


EXHIBIT  No.  VI. 


REPORT    OF   JOHN  DIXON, 

WITH    ACCOMPANYING    DOCUMENTS. 


Vandalia,  December  15,  1838. 
To  the  Hon.  William  Kinney, 

President  of  the  Board  of  Public  Works. 

The  undersigned,  acting  Commissioner  of  the  sixth  judicial  circuity 
has  the  honor  to  report: 

That  his  duties,  as  such,  commenced  on  the  14th  day  of  August  last; 
previous  to  which  time  the  grading  of  twenty  miles  of  the  Central  rail- 
road, from  Galena  south,  had  been  put  under  contract  on  terms  highly 
favorable  to  the  State,  considering  the  high  price  of  labor  and  subsist- 
ence, compared  with  other  sections  of  the  Slate.  A  large  portion  of 
the  contractors  have  prosecuted  their  work  with  energy.  Two,  only, 
have  proved  faithless — their  jobs  have  been  re-let  at  a  small  advance 
above  the  former  price. 
A  contract  for  the  improvement  of  the  Lower  rapids  of  Rock  river  was 
let  by  my  predecessor  in  May  last  for  the  sum  of  sixty  thousand  three 
hundred  and  eighty-nine  dollars — about  two  thousand  dollars  over  the 
engineer's  estimate;  which,  with  the  cost  of  construction  at  Prophet's' 
town,  estimated  by  the  engineer  at  twelve  hundred  and  eighty  dollars, 
together  with  the  cost  of  surveys  and  incidental  expenses  properly 
chargeable  to  that  work,  will  reduce  the  appropriation  below  the  cost  of 
construction  necessary  at  the  Upper  rapids,  (see  engineer's  report 
herewith  submitted,)  estimated  at  $'85,295  26.  So  that  the  amount 
properly  applicable  to  that  work,  under  the  law,  would  be  inadequate  to 
its  completion;  in  consequence  of  which,  the  operations  at  that  place 
were  suspended. 

The  estimate  of  the  engineer  charged  with  the  survey  of  that  river 
in  1837,  is  $178,548;  therefore,  the  additional  sum  of  878,548  will  be 
requisite  to  complete  the  whole  improvement,  and  afford  the  depth  of 
four  feet  water,  at  the  lowest  stage,  from  the  mouth  of  the  river  to  the 
State  line.  By  such  improvement,  165  mi'es  of  navigation  will  be  open- 
ed through  a  country  possessing,  to  an  unequaled  extent,  all  the  natural 
advantages  calculated  to   render  prosperous  and  happy  a  population. 


199  ' 

who,  for  intelligence  and  enterprize,   will  compare   with   those  of  any 
other  portion  of  globe. 

I  regret  that  it  is  not  in  my  power,  at  this  time,  to  give  a  full  detail  of 
operations  in  this  circuit.  Much  of  the  information  necessary  can  only 
be  derived  through  the  medium  of  the  chief  engineer.  A  full  report  from 
him  will  unavoidably  be  delayed  for  a  few  days.  I  must  therefore  ask 
the  indulgence  of  the  Board,  in  order  that  the  necessary  information 
may  be  obtained  on  which  to  predicate  a  full  report  of  ail  the  operations 
under  my  charge. 

The  total  amount  of  expenses  since  I  entered  upon  the  duties  of  my 
office,  as  Commissioner,  up  to  the  first  day  of  December  inst.,  as  per 
vouchers  on  file  in  the  office  of  the  Fund  Commissioners,  is  $48,257  30i. 
Of  this  sum,  $8,436  25  is  charged  to  the  Ho^'k  river  improvement,  and 
$39,821  05i  to  the  Central  railroad-,  the  liability  for  a  large  amount  of 
each  had  accrued  previous  to  my  appointment.  The  total  amount  drawn 
from  the  Fund  Commissioners,  up  to  this  date,  is  $56,152  674,  leaving  a 
balance  on  hand  of  $7,895  47. 

In  consequence  of  the  death  of  my  predecessor  before  I  had  an  oppor- 
tunity of  seeing  him  after  my  appointment,  and  his  executors  not  hav- 
ing yet  qualified  (so  far  as  my  ki^owledge  extends)  I  shall  not  be  able  to 
give  the  necessary  information  relative  to  his  operations  or  affairs, 
which,  under  other  circumstances,  should  be  reasonably  expected. 
Respectfully  submitted. 

JOHN  DIXON. 
Commissioner  Sixth  Judicial  Circuit. 


Engineers'  Office,  May  15,  1838 
To  the  Hon.  James  W.  Stephenson, 

Commissioner  of  Public  Works  for  the  Sixth  Judicial  Circuit. 

Sir:  After  the  completion  of  the  surveys  of  Rock  river,  several  cir- 
cumstances prevented  me  reporting  to  the  meeting  of  the  Board,  the 
result  of  my  examinations  and  my  views,  as  to  : the  improvement  of  a 
river  which,  by  the  removal  of  a  few  obstructions,  will  open  a  free  com- 
munication with  one  of  the  most  beautiful  portions  of  the  State. 

The  river  is  now  navigable,  in  an  ordinary  stage  of  water,  for  boats 
of  three  to  four  feet  draft,  with  the  exception  of  two  points,  which  will 
require  the  aid  of  dams  and  locks  to  render  them  navigable.  When  the 
river  is  at  its  highest  stage,  boats  that  have  power  enough  to  overcome 
a  current  of  seven  to  eight  miles  per  hour,  (which  is  the  velocity  of  the 
water  at  each  of  these  points  above  mentioned)  would  find  no  difficulty 
in  ascending  the  river  as  far  as  the  mouth  of  the  Peeketonokee,  which 
might  be  made  a  navigable  stream  with  very  little  expense,  and  would 
afford  an  easy  commnnication  with  the  mineral  region.  This  stage  of 
water,  however,  lasts  but  a  short  time,  and  comes  so  early  in  the  spring 
that  it  affords  no  advantage. 

My  object  now  is  to  present  to  you  a  brief  detail  of  the  state  of 
Rock  river  in  it^  lowest  stages  of  water,  of  the  different  impediments' 
to  its  navigation,  of  the  mode  of  improvement,  and  of  the  probable  cost 


to  render  that  river  navigable,  when  in  that  low  stage,  from,  its  conflu- 
ence with  the  Mississippi  to  the  Slate  line,  adjoining  Wisccnsin,  a  dis- 
tance of  one  hundred  and  sixty-five  miles.  The  first  difficulty  to  be  over- 
come is  the  Lower  rapids,  opposite  Rock  Island  city,  about  three  miles- 
from  the  mouth  of  the  river.  The  length  of  these  rapids  is  three-fourths- 
of  a  mile,  and  the  total  fall  in  that  distance  is  six  and  a  half  feet.  About 
half  a  mile  above  the  rapids,  the  river  is  divided  into  two  branches 
by  a  succession  of  islands.  The  south  branch  is  from  eight  to  nine  hun- 
dred icet  wide,  very  shallov*',  has  a  rocky  bottom,  and  olfers  no  advanta- 
ges for  improvement.  The  north  branch  has  the  deepest  channel,  and 
is  contracted  in  many  places  to  the  width  of  four  hundred  feet  by  the 
bluff)  near  Rock  Island  city,  on  one  side,  and  Vandruff's  island  on  the 
other,  which  extends  the  whole  length  of  the  rapids. 

The  elevation  of  the  banks  will  admit  the  erection  of  a  dam  suffici- 
ently high  to  back  the  water  some  distance  beyond  the  head  of  the  rap- 
ids, and  rrnprove  the  channel  at  that  point.  A  small  dam  will  also  be 
required  across  the  slough  dividing  Vandrutf's  island  from  another  island, 
extending  up  the  river  nearly  half  a  mile — the  main  dam  being  placed 
as  far  down  the  rapids  as  the  elevation  of  the  bank  of  the  island  will- 
perntit.  A  canal  of  nineteen  hundred  feet  in  length  will  be  required  to 
reach  the  foot  of  the  rapids.  The  island  will  be  the  most  favorable  place 
for  the  canal,  the  excitvation  being  very  easy,  and  enabling  us  to  have 
its  termination  nearthe  deepest  channel  of  the  river  below. 

A  guard-lock  will  be  required  at  the  entry  of  the  canal,  and  a  lock  of 
seven  and  a  half  feet  lift  at  its  termination.  The  bed  of  the  river  at  these 
rapids  is  formed  of  calcareous  rock,  which  is  found  also  in  abundance  on 
the  lower  part  of  VandrufPs  island,  as  well  as  in  Rock  Island  city;  and 
will,  as  far  as  I  have  been  able  to  ascertain,  furnish  a  good  material  for 
the  construction  of  the  lock'^. 

Tiie  Lower  rapids  being  one  of  the  two  most  important  points  of  im- 
provement on  Rock  river,  maps,  on  a  large  scale,  will  accom;  any  this 
report,  and  will  give  you  a  more  clear  idea  of  the  situation  of  the  rapids, 
and  of  the  mode  I  purpose  to  adopt  for  their  improvement. 

Another  plan  had  been  suggested — which  was  to  excavate  a  canal 
three-fourths  of  a  mile,  or  the  whole  length  of  VandrufF's  island,  and  to 
dispense  with  the  dam.  This  mode  of  improvement,  which  would  appear 
in  itself  the  most  permanent,  offers  fewer  advantages,  not  only  on  ac- 
count of  its  being  more  expensive,  but  because  the  channel  of  the  river 
about  Vandrufi's  island  is  not  of  a  sufficient  depth;  that  the  work  would 
be  more  exposed  to  the  frequent  rise  and  fall  of  the  river,  and  the  State 
be  deprived  of  the  immense  benefit  of  a  water-power,  created  by  the 
dam,  on  each  side  of  the  river. 

From  the  Lower  rapids  to  Prophetstown,  the  river  offi^rs  all  possible 
advantages  for  navigation,  having  a  channel  with  no  less  than  four  and  a 
half  feet  of  water.  The  width  of  the  river  varies  from  eight  to  ten  hun- 
dred feet,  and  the  total  fall  from  Prophetstown  to  the  head  of  the  Lower 
rapids,  a   distance  of  fifty-two  miles,   is    28.08  feet. 

The  velocity  of  the  current  is  three  miles  per  hour.  Opposite 
Prophetstown,  for  a  distance  of  eighteen  hundred  feet,  the  river  is  more 
shallow,  its  deepest  channel  varying  from  three  to  four  feet.     This  por- 


301 

tion  of  the  river  can  be  easily  improved  by  means  of  a  brush  and  gravel 
wir,g-dam,  one  hundred  and  fifty  feet  in  length  and  four  feet  high,  from 
the  north  side  of  the  river  to  a  little  island  opposite  the  village. 

From  this  last  place  to  the  foot  of  the  Upper  rapids  the  channel  of 
the  river  has  no  less  than  six  feet  of  water;  the  velocity  of  the  current 
averages  three  and  a  half  miles  ].er  hour,  and  the  total  f^U  in  that  dis- 
tance, which  is  twenty  miles,  is  24. 1 2  feet. 

The  Upper  rapids  ^s  the  second  important  point  to  be  improved  on 
Rock  river;  which,  at  that  place,  extends  to  a  width  of  from  one  thousand 
to  thirteen  hundred  feet.  The  length  of  the  rapids  is  one  mile  and  a 
quarter,  and  the  total  fall  in  that  distance  is  8.'J4  feet. 

The  bottom  of  the  river,  except  at  the  foot  of  the  rapids,  is  formed  of 
a  sandy  calcareous  rock  of  a  very  smooth  surface.  The  banks  of  the 
stream  are  from  twelve  to  thirty  feet  high,  with  the  exception  of  the 
north  bank,  which,  at  the  foot  of  the  rapids,  is  from  six  to  eight  feet 
only. 

Two  different  modes  of  improvement  for  these  rapids  might  be  adop- 
ted, and  an  estimate  of  both  having  been  made,  I  have  not  hesitated  in 
advising  you  to  adopt  the  second.  I  shall  give  you  a  brief  description  of 
both,  and  refer  you  to  a  map  of  that  portion  of  the  river  for  a  better  un- 
derstanding of  those  two  plans. 

The  first  was  to  build  an  embankment  in  the  river  the  whole  Icngth-of 
the  rapids,  so  as  to  foim  a  canal  eighty  feet  in  width,  with  a  lock  of  8.24 
feet  lift  at  its  termination,  and  without  the  aid  of  a  dam,  obtain  the  depth 
of  water  required  at  the  upper  end  of  the  canal  by  excavating  a  channel 
one  and  a  half  feet  in  the  rock  under  the  wat-er,  for  a  distance  of  eight 
hundred  feet,  between  the  embankment  and  the  shore. 

The  second  plan,  which  is  the  one  I  sho  ild  consider  advisable  to  adopt, 
is  to  build  a  dam  as  far  down  the  rapids  as  the  boJtom  of  the  river  and 
the  elevation  of  the  north  biink  will  admit. 

The  length  of  this  dam  will  be  from  nine  to  ten  hundred  feet,  and  its 
elevation  from  the  bottom  of  the  stream  will  not  exceed  ten  feet.  A 
canal  will  be  constructed  from  the  dam  to  the  foot  of  the  rapids  by  an 
embankment  made  in  the  I'iver  about  two  thousand  feet  in  length.  The 
dam  will  be  of  sufhcient  height  to  raise  the  water  eighteen  inches  at  the 
head  of  the  rapids,  so  as  to  get  a  sufficient  depth  of  vi^ater  at  that  place 
and  avoid  the  rock  excavation  under  water.  This  elevation  added  to 
the  total  fall  of  the  rapids,  8.24  feet,  will  give  9.74  feet,  the  numberof 
feet  lift  for  the  lock  at  the  foot  of  the  canal. 

The  cost  of  three-fourths  of  a  mile  of  embankment,  and  of  the  rock 
excavation  under  water  for  a  distance  of  eight  hundred  feet,  for  the 
completion  of  the  first  plan,  will  by  far  exceed  the  expense  of  a  dam 
across  the  stream — the  work  would  be  more  liable  to  damages  by  fresh- 
ets and  ice  in  the  spring — and  the  water-power,  which  will  afford  a  con- 
siderable revenue  to  the  State,  would  be  much  less,  and  on  one  side  of 
the  river  only. 

From  the  Upper  rapids  to  Rockford,  a  distance  of  sixty  three  miles, 
the  only  obstructions  in  the  river  are  three  moveable  sand  bars,  having, 
for  a  very  short  distance,  a  depth  of  water  of  from  two  and  a  half  to  three 
feet  only.     Those  bars  being  formed   of  quick-sand,  may  be  removed  in 


202 

a  short  time  by  the  frequent  passage  of  steamboats.  But  with  ihe  aid  of 
wing-dams,  from  one  hundred  and  fifty  to  two  hundred  feet  an  lengtli 
and  three  to  four  feet  high,  the  channel  can  be  easily  cleared.  The 
width  of  the  river  between  the  two  places  varies  from  six  to  eight  hun- 
dred (eet.  The  total  fall  is  G9.91  feet,  with  an  alverage  velocity  of  cui> 
rent  of  three  miles  per  hour. 

Opposite  Rockford,  for  a  distance  of  eight  hundred  feet,  the  river  is 
shallow,  its  deepest  water  being  only  two  to  two  and  a  hall  feel;  the 
velocity  of  the  current,  for  that  distance,  varies  from  four  to  five  niiles 
per  hour.     The  bed  of  the  river  is  of  solid  and  smooth  rock. 

By  deepening  the  channel  on  the  south  side  of  the  river  and  con- 
structing a  wing-dam  on  the  opposite  side,  about  tv^o  hundred  feet  in 
length  and  four  feet  in  height,  to  maintain  the  water  at  the  same  level, 
this  obstruction  will  be  removed  to  the  best  advantage'. 

From  Rockford  to  the  mouth  of  the  Peeketonokee,  the  river  offers  a. 
good  channel  of  no  less  than  four  and  a  half  feet  of  water;  its  width  is 
from  four  to  five  hundred  feet,  and  the  fall  between  the  tw6  places,  dis- 
tance twenty  miles,  is  28.(51  feet.  About  three  miles  above  Peeketo- 
nokee, near  the  foot  of  the  Little  island,  which  occupies  the  centre  of 
the  river,  a  large  rock,  measuring  from  forty  to  fiity  cub?c  yards,  ob- 
structs the  best  channel,  and  will  have  to  be  removed.  Haifa  mile 
farther,  a  wing-dam  of  one  hundred  and  thirty  feet  in  length,  will  have 
to  be  constructed  to  remove  a  sand  bar  which  reduces  the  channel  to 
two  and  a  half  feet  water,  for  a  distance  of  four  hundred  feet. 

One  mile  from  the  Slate  line  the  river  varies  from  three  to  five  hun- 
dred feetin  width.  Its  sudden  fall,  at  the  rate  of  four  feet  per  mile,  cre- 
ates a  very  strong  current  and  a  shallow  channel  from  the  mouth  of 
Turtle  river  to  a  distance  of  about  one  thousand  feet.  On  the  south  side 
of  a  large  island  is  the  main  channel;  by  the  aid  of  a  dam,  four  feetin 
height,  from  the  north  shore  to  the  island,  we  shall  obtain  a  depth  of 
water  of  four  and  a  half  feet,  with  a  velocity  oi  current  of  four  and  a 
half  to  five  miles  per  hour;  this  will  be  easily  overcome    by  steamboats. 

From  the  mouth  of  the  Peekenotokec  to  the  State  line,  the  distance  is 
five  miles  and  a  half,  and  the  total  fall  in  the  river  is  twelve  feel;  the 
velocity  of  the  current  averages  about  three  and  ahalfmilcsi  per  hour. 
It  was  my  intention  to  present  you  with  a  map  of  the  whole  river,  with 
this  report;  but  I  have  not  been  able  to  cGmfdete  it  entirely  for  want  of 
time,  having  paid  all  my  attention  to  prepare  the  Lower  and  Upper  rapids 
for  contract,  according  to  your  directions.  This  map  will  be  submitted  to 
your  examination  at  the  meeting  of  the  Board  next  December. 

The  importance  of  improving  the  navigation  ol  Rock  river — the  im- 
mense benefit  that  will  be  derived  from  il,  as  well  for  the  State  as  for 
the  country,  are  already  known.  Any  traveller  who  views  any 
part  of  this  stream,  is  struck  by  its  beauty — with  the  fertility  of  the  soil 
in  its  vicinity — the  general  salubrity  of  (he  climate,  and  the  rapid  in- 
crease if  its  population. 

Many  flourishing  towns  are  already  progressing  on  Rock  river  that 
would  now  afford  business  of  some  importance  to  several  steamboats; 
and  at  the  rate  the  population  has  been  increasing  for  the  last  two  years, 
the  amount  of  freight  to  supply  the  wants  of  the  country  will  more 
than  tripple  every  year.     There  is  a  peculiar  character  to  Rock  river 


203 

which  distinguishes  it  from  most  navigable  streams  in  this  country;  it  is 
generally  contined  within  its  banks,  and  in  high  floods  it  is  never  ob- 
structed with  flood  wood,  although  the  land,  at  its  head  waters,  is  well 
timbered,  and  will  afford  an  abundant  supply  of  lumber  to  the  country 
below.  In  accordance  with  your  instructions,  the  location  of  the  work 
for  the  improvement  of  the  tv\ro  rapids  was  done  this  spring,  with  plans 
and  specihcations  for  the  several  portions  of  the  work.  For  the  im- 
provement of  the  Lower  rapids,  the  ground  on  Vandruff''s  island  was  the 
most  favorable,  affording  material  advantages  for  the  location  of  the 
canal,  which  ware  seldom  met  with.  The  sinuosity  of  the  bank  admits  of  a 
straight  line  for  the  canal,  which  is  1,900  feet  in  length.  A  bay  formed 
by  the  bend  of  the  river  protects  the  entry,  and  its  termination  con- 
nects with  the  deepest  channel  of  the  river.  Its  width,  at  the  water  line, 
will  be  eighty  feet,  and  its  depth  five  feet.  The  lock  will  be  built  of 
stone,  with  a  chamber  one  hundred  and  forty  by  thirty-eight  feet,  and 
will  admit  the  passage  of  boats  of  the  common  size  running  on  the  Upper 
Mississippi. 

The  dam  is  so  be  circular,  built  with  crib-work,  filled  with  stone,  and 
supported  by  two  natural  stone  buttresses,  formed  by  high  ledges  of 
rock  on  eacn  side  of  the  river. 

The  works  at  the  Upper  rapids  will  be  attended  with  some  difficulty; 
but  the  locality  aflTords  materials  to  construct  a  solid  and  permanent 
work. 

The  canal  will  be  formed  by  an  embankment  in  the  river,  composed 
of  earth  and  stone  excavated  from  the  bank. 

The  plans  for  the  lock,  guard-lock,  and  dam,  are  the  same  as  for  the 
Lower  rapids. 

Our  specifications  will   give  you  a  minute  detail  of  the  work,  and  the 
mode  proposed  for  its  construction. 
Respectfully  submitted. 


Estimate  for   the  complete  improvement  of  Rock  river  ^   securing  four  feet 

water  from  the  Mississippi  to  the  State  line,  a  distance  of  one  hundred  and 
sixty-five  miles. 

Lower  Rapids. 

21,054  cubic  yards  of  earth  excavation,  at  20  cents           -  $4,2l0  80 

1,0G1  cubic  yards  of  rock  excavation,  at  1  dollar             -  1,061   OO 

759  yards  of  puddling,  at  60  cents           -             -             -  455  40 

Stone  lock,  ^4,747  '23  per  foot  lift  -            -            -  35,604  26 

Guard-loek                .....  8,235  30 

Circular  dam,  at  ^\5  52  per  foot  lineal       -             -  6,206  25 

Dam  No  2,  at  $13  25  per  foot  lineal            •             -  2  463  88 

Total                 -                  '       -            -            -.  |58,236  69 


204 


Prophetstown. 

Wing-dam  160  feet  long,  at  ^8  per  foot  lineal 

Upper  Rapids, 

60,169  cubic  yards  embankment,  at  20  cents 
4,032  square  yards  slope-wall,  at  ^1  25  -      ,       ■ 

3,2l0  cubic  yards  rock  excavation,  at  ^'1  -,      . 

2,4d0  cubic  yards  eartb  excavation,  at  16  cents  - 

Stone  lock,  9.74  feet  lift,  at  $4,l05  97  per  foot 
Guard-lock  -  t  -  - 

Circular  dam,  1,109  feet  long,  at  <|15  per  lineal  ft. 

Total  -  -  - 


1 1,280 


12,033  80 

5,040  00 

3,210  00 

384  00 

39,992  16 
8,235  30 

16,500  00 

$85,395  26 


From  Upper  Rapids  to  Rockford. 

Wing-dam  140  feet  long,  at  $6  per  lineal  foot 
do.       110  feet  long,  at  f  6     do.       do. 
.    do.      150  -feet  long,  at  |6     do.       do. 

Total  .  -  .  - 


^2,400  oO 


Rockford  Rapids. 

1,500  cubic  yds.  of  rock  excavation  under  water,  at  $2 
Wing-dam  450  feet  long,  at  $'7  per  lineal  foot 

^     Total  .  -  .  -  . 


$-6,150  00 


From  Rockford  to  the  State  line. 

50  cubic  yards  of  rock    excavation  under   water, 
at  $2  50 
Wing-dam  130  feet  long,  at  i6  pei'  lineal  foot     - 
do.  l60  feet  long,  at  same  price     - 


Total 


Summary  Estimate. 


Lower  rapids,  .  .  .  .  _ 

Prophet's  village.     - 

Upper  rapids,  -  -  - 

From  Upper  rapids  to  Rockford,  - 

Rockford  rapids     -  .  -  -  . 

From  Rockford  to  the  State  line, 

Aggregate  amount,  -  -  - 

Add  15  per  cent,  for  engineering  and  contingencies 

Whole  total 


125  00 
780  00 
960  00 

f  1,865  00 

158,236  69 
1,280  00 
85.295  00 
2,400  00 
6,150  00 
1,865  00 

$155,236  95 
23,321  54 

-   |i  178,548  49 

205 


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206 


EXHIBIT  No.  VII. 


REPORT  OF  EBENEZER  PECK, 

\ 

WITH  ACCOMPANYING  DOCUMENTS. 


Vandalia,  Dec.  13,  l838o 
To  the  President 

of  the  Board  of  Public  Works. 

Since  the  June  meeting  of  the  Board,  the  twenty-two  miles  of  the  Cen- 
tral railroad  in  the  seventh  judicial  circuit,  previouslj  ordered  to  be 
put  under  contract,  have  been  let,  and  are  rapidly  advancing  towards 
completion. 

The  contracts  were  for  the  most  part  let  to  efficient  men,  and  at  fair 
prices,  and  will  be  completed  (except  the  superstructure)  by  September 
next.  The  contract  prices  for  grading,  masonry,  &c.,  as  also  the  quan- 
tity of  work  done  can  be  readily  ascertained  by  reference  to  the  tables 
accompanying  the  reports  of  the  principal  engineer  of  the  northern  dis-, 
trict,  and  the  assistant  engineer  upon  the  line. 

A  survey  of  the  upper  part  of  the  navigable  portion  of  the  Illinois  ri- 
ver has  been  effected,  as  will  be  seen  by  reference  to  the  report  of  T.  B. 
Ransom,  assistant  engineer,  whose  skill  and  capacity  eminently  qualify 
him  for  the  performance  of  this  duty,  and  to  impart  the  necessary  infor- 
mation in  connection  with  this  important  branch  of  our  labours.  By 
reference  to  the  report  of  Mr.  Ransom  filed  herewith,  full  information 
can  be  had  upon  this  subject.  I  would  recommend  that  the  improve- 
ments upon  the  Illinois  and  Rock  rivers  be  placed  under  the  separate 
control  of  an  engineer. 

The  connection  of  the  Central  railroad  with  the  Illinois  river,  at  the 
termination  of  the  Illinois  and  Michigan  canal,  it  will  be  perceived  by 
reference  to  the  map  produced  with  this  report,  is  upon  State  land, 
and  has  been  fixed  with  a  direct  view  of  increasing  the  value  of  the 
State  property  at  this  important  position.  I  do  not  think  that  I  can  be 
charged  with  exaggeration  when  1  express  an  opinion  that  the  benefits  to 
be  received  by  the  S(:ate,by  the  increased  value  of  the  hinds  at  the  town 
of  La  Salle,  will  more  than  overbalance  the  whole  expense  of  construct- 
ing the  twenty-two  miles  of  road  now  under  contract  at  that  point. 


207 

Should  the  Board  of  Canal  Commissioners  think  it  expedient,  a  levee 
might  be  raised  along  the  bank  of  the  Illinois  river  from  the  termination 
of  the  railroad  on  the  south  side  of  the   river,  extending  upwards  to  the 
highlands,  which  would  redeem  upwards  of  three  hundred  acres  of  valua- 
ble land  from  inundation,  and  greatly  increase  its  value,  at  a  compara- 
tively small  expense.  .  Should  this  plan  be  ultimately  adopted,  the  grade 
of  the  road  across  the  Illinois  bottom  at  this  point  might  be  lowered,  and 
the  cost  of  the  road  diminished. 

It  is  proper  to  mention  that,  as  the  law  directed  the  roads  to  be  com- 
menced at  the  navigable  streams,  and  to  be  worked  eJiph  way  from  them, 
the    cost  of    construction   of  the     roads  now  under  contract  will  great- 
ly exceed  the  average   cost  of  the  whole  line  of  road  to  be  constructed. 
This  remark  applies  with  peculiar  force  to  that   portion    of  the   road 
placed  under  contract  in  my  circuit. 

The  bluff's  of  the  Illinois  river  are  quite  bold  and  difficult  of  ascent, 
and  the  obstruction  can  only  be  overcome,  on  the  south  side,  by  ascend- 
ing through  the  valley  of  a  creek.     By  much  pains,  though  at  consider- 
able expense,  a  favorable   route  has   been  found,  and  this  difficulty  sur- 
mounted.   The  expense  of  preparing  the  road  for  the  superstructure  is 
comparatively  small.     It  is  believed  that  the  estimate  of  the  cost  pf  the 
Central  railroad,  by  the  Legislature,  as  far  as  the  northern  portion  of  it 
is  concerned,  will  be  adequate  for  its  completion;  some  portion  of  the 
road  under  my  supervision  has  already  been  graded,  and  made  ready  for 
the  superstructure,  at  a  cost  less  than  five  hundred  dollars  a  mile. 

I  nave  received  of  the  public  funds  since  my  appointment  as  Com- 
missioner      ------  $38,071  G7 

Out  of  which  sum  I  have  expended  upon  the  Central  rail- 
road •  -  -  -  -        $37,091  31 

IJpon  the  Quincy  and  Meredosia  road  -  545,00 

For  survey  of  Illinois  river   -  -  -  '201,02 

— 37,837  33 


The  small  balance  of  -  .  .  .  .         234  34 


remaining  in  my  hands  is  insufficient  to  cover  moneys  actually  expend- 
ed by  me,  for  which  i  have»unformal  vouchers,  and  to  cover  some  unli- 
quidated accounts  contracted  by  me  for  the  public  works;  which  I  shall 
be  able  in  a  (ew  days  to  adjust  with  the  State. 

The  reports  of  the  principal  and  assistant  engineers  accompanying 
this  will  furnish  full,  and,  I  trust,  satisfactory  details  of  the  business  of  the 
seventh  circuit  entrusted  to  my  charge. 

It  is  to  be  hoped  that  neither  the.  malevolence  of  party,  the  pride  of 
opinion,  the  bitterness  of  personal  enmity,  or  any  unfortunate  spirit  of 
deniagogaism,  will  be  permitted  to  triumph  over  the  public  good,  so  far 
as  to  interrupt  the  onward  march  of  our  State  in  her  internal  improve- 
ments; the  good  fruits  of  which  are  already  perceived  in  the  sales  of  her 
produce,  in  the  advanced  price  of  her  estates,  and,  above  all,  by  a  large 
accession  of  enterprising  and  intelligent  population.  The  advantages 
of  ^thesc  cannot  b'e  lessened  by  any  carpings  about  the  price  of  chick- 
ens, or  the  ambitious  aspirations  of  lovers  of  office. 

E.  PECK. 


208 

Reporlof  H.  P.   Woodworth.    J.^^^    ..   *  •  ^ 

:   June  2^,  1838. 

To  E.   Peck,  Esq.  / 

Commissioner  of  Public  Works,  Seventh  Judicial  Circuit. 
Sir:  Agreeably  to  your  instructions,  I  have  located,  and  prepared  for 
contract,  twenty-two  miles  of  the  Central  railroad;  and  in  compliance 
with  the  l2th  article  of  the  internal  improvement  act,  I  have  the  honor 
of  laying  before  you  the  following  report  upon  the  same,  accompanied 
with  all  the  necessary  maps,  profiles,  plans  and  estimates. 

In  locating  and  preparing  for  contract  that  portion  of  the  Central  rail- 
road extending- eleven  miles  each  way  from  the  Illinois  river,  which  w^as 
ordered  to  be  put  under  contract  by  the  Board  of  Public  Works  at  their 
meeting  in  December  last,  I  first  directed  my  operations  upon  the  north 
side  of  the  river.  I  had  previously  ascertained  that  by  far  the  most  fa^ 
vorable  point  for  crossing  the  river  was  a  short  distance  below  the  ter- 
mination of  the  Michigan  canal;  and  I  deemed  it  a  matter  of  impor- 
tance that  the  termination  of  the  line  or  depot  should  be  located  so  as  to 
secure  a  ready  access  to  this  point,  whereon  appropriations  sliould  be 
made  for  continuing  thte  line  of  road  across  the  river.  Two  loc-ations 
'have  presented  themselves,  which  seem  equally  to  secure  the  above  ob- 
ject, to  wit,  the  one  on  the  bottom,  and  the  o<*her  on  the  bluif.  The  ad- 
vantages and  disadvantages  of  each  of  these  locations  were  carefullj' 
considered,  and  the  facilities  of  gaining  a  road-way  from  either  to  the 
prairie  were  thoroughl}.^  and  accurately  examined.  In  the  result,  many 
weighty  reasons  were  found  in  favor  of  a  location  on  the  bluiF.  I  have 
therefore  commenced  the  line  on  section  1.5  (.State  property)  about  500 
feet  from  the  steamboat  basin.  From  this  point  the  river  can  be  ap- 
proached on  an  inclination  of  less  than  sixty  feet  per  mile.  A  railway 
can  be  extended,  at  a  small  expense,  to  any  point  on  the  basin,  whenever 
increase  of  business  shall  suggest  such  a  facility  for  the  transfer  of 
freight."^  From  this  point  the  road  is  located  in  Broad  street  for  a  dis- 
tance of  1,600  feet.  It  then  become^  necessary,  to  conform  to  the  direc- 
tion of  a  ravine  up  which  the  line  passes,  to  deflect  on  a  curve  of  5,750 
feet  radius.  After  gaining  the  high  prairie,  the  line  again  deilectson  the 
same  radius.  For  the  purpo:;c  of  cLirving  into  a  tangent,  the  line  is  con- 
tinuous to  the  end  of  the  location. 

The  first  two  sections  contain  some  heavy  cutting,  and,  for  a  distance 
of  three  thousand  feet,  a  grade  of  95  feet  to  the  mile.  But  as  the  heavy 
transportation  will  naturally  be  towards  the  river  and  canal,  this  grade 
for  so  short  a  distance  cannot  be  considered  as  being  very  objectionable. 
From  the  commencement  of  section  three,  the  line  passes  over  a  smooth 
undulating  prairie,  with  easy  grade  and  little  excavation  or  embank- 
ment until  reaching  Spring  creek.  There  a  bridge  30  feet  span  will  be 
necessary;  stone  abutments  and  truss  frame  are  recommended.  From 
this  onward,  the  country  over  which  the  line  passes  is  again  high  and 
rolling;  four  culverts  only  will  be  required  in  the  whole  distance,  and 
those  are  proposed  to  be  simple  boxculvertsof  dry  stone  masonry.  Turn- 
ip'    The  location  through  La  Salle  has  been  bo  improved  as  to  give  but  one  curve. 


209 

outs,  road-crossings,  watering  stations,  &c.,  can  all  be  located  to  very 
good  advantage.  Building  materials  must  be  conveyed  from  the  river 
and  bluffs,  where  good  and  suitable  stone  for  masonry  are  easily  obtain- 
ed. A  superior  quality  of  timber  for  superstructure  and  other  wood 
work  can  be  obtained  from  neighboring  groves,  and  at  a  distance  of  not 
exceeding  ten  or  twelve  miles. 

For  the  topographical  features  of  the  country  through  which  the  line 
passes,  and  a  more  definite  idea  of  the  location,  I  would  refer  you  to 
the  accompanying  maps  and  profiles.     (See  maps,  &c.) 

On  account  of  high  waters,  the  operations  were  not  commenced  on  the 
south  side  of  the  river  until  late  in  April,  when  a  party  was  organized 
and  put  under  the  immediate  charge  of  Gen.  T.  B.  Ransom.  The  route 
of  the  line  lay  up  the  valley  of  Cedar  creek,  and  was  well  defined;  but, 
on  account  of  a  variety  of  circumstances  and  considerations,  thclocation 
has  been  tedious  and  very  difficult.  A  good  line,  however,  has  been  ob- 
tained; for  a  description  of  which  I  am  happy  to  refer  you  to  the  ac- 
companying communication  1  have  received  from  Mr.  Ransom.  (See 
Ransom's  reports  and  accompanying  maps,  plans,  profiles,  &c.) 

In  conclusion,  I  will  remark  that  the  valley  of  the  Illinois  river  is 
about  200  feet  below  the  high  prairie,  and  is  generally  bounded  by  ab- 
rupt bluffs  of  from  70  to  120  feet  in  height;  hence  the  great  difficulties 
to  be  overcome,  and  disproportionate  expense  of  the  first  few  miles  from 
the  river.  The  prairie  once  gained,  and  all  difficulties  vanish,  and  the 
expense  of  graduation  becomes  comparatively  trifling. 
Most  respectfully  submitted. 

H.  P.  WOOD  WORTH,  Engineer. 

14 


210 

Table  of  Grades  aud  Distances  for  eleven  miles  of  the  Central  Railroad,  fr 
the  Illinois  river  north. 


S 

s 

.Z6 

g 

a 

I 

Location. 

StatioHs. 
From         to 

Q 

^ 

< 

Q 

Commencing   on     edge    of 

Feet. 

Feet.      ' 

bl(i/r,  La  Salle      - 

0 

5 

500 

500 

Level 

On  prnii-ie   -            -            - 

5 

64 

6,400 

5,900 

104.504 

Do.        - 

64 

78 

7,800 

1,400 

11.088 

Do.        - 

78 

135 

13,500 

5,700 

9.504 

Do.        - 

135 

235 

20,500 

10,000 

1.637 

Do.         ~ 

2.?5 

3^6 

32,600 

9,100 

9.134 

Do. 

3J6 

355 

35,500 

2,900 

15.787 

Do.        - 

355 

360 

36,000 

500 

Level 

Do.        - 

360 

385 

38,500 

2,500 

31.938 

Do.        - 

385 

420 

42,000 

3,500 

22.890 

Do.        - 

430 

440 

44,000 

2,000 

.159 

Do.        - 

440 

495 

49,500 

5,500 

16.896 

Do.        - 

495 

581 

58,080 

8,580 

12.145 

Tahle  of  Curves,  Tangents,  and  Elevations. 


'■ 

k 

6 

Location. 

Stations. 

a 

IS' 

P-cS 

g 

o 

> 

8^1 

:d 

0) 

i 

From         to 

to 

0)    3 

rt 

ci 

M 

fi 

^   § 

E^ 

Pi 

ft 

Feet. 

Feet. 

Commencing  at  La  Salle 

0 

77 

7,700 

7,700 

Tangent 

On  praine 

77 

105 

10,500 

2,800 

Curve 

5,804 

120.47 

105 

581 

58,080 

47,580 

Tangent 

125.86 

or  11  m'£ 

~ 

208.22 

211 

Report  of  T.  B.  Ransom. 

Encampment,  No.  1, 

Cedar  Creek,  June  25,  1838. 
To  H.  P.  WoonwoRTH, 

Chief  Engineer  of  Northern  Engineering  District. 

Sir:  In  accordance  with  your  request  of  June  18,  I  herewith  present 
the  result  of  my  field  examinations  and  location  of  the  Central  railroad, 
from  the  Illinois  river,  opposite  La  Salle,  through  the  valley  of  Cedar 
creek,  to  a  point  on  the  Grand  prairie,  near  Walnut  grove,  embracing 
a  distance  of  eleven  miles.  Maps,  profiles,  and  estimates  of  the  located 
line,  also  accompany  these  remarks. 

In  consequence  of  the  backwardness  of  the  season,  and  the  unusually 
high  floods  of  the  Illinois  river  and  Cedar  creek,  our  operations  in  the 
field  have  necessarily  been  much  retarded;  thougli  it  is,  perhaps,  fortu- 
nate for  the  interests  of  the  State  that  the  unusual  rise  of  these  waters 
occurred  at  this  time,  since  they  have  probably  made  known  the  extent 
of  the  evils  we  have  to  guard  against. 

General  Features. 

The  Illinois  bottom,  over  which  our  line  passes  for  nearly  one  mile 
and  a  half,  is  a  rich,  compact,  vegetable  alluvion,  of  many  feet  in  depth, 
underlaid,  and  running  into  a  formation  of  clay  and  sand  as  we  ap- 
proach the  bluff.  During  high  floods,  this  bottom  is  not  unfrequently 
submerged  to  a  depth  of  ten  feet. 

The  first  mile  from  the  river  is  over  a  beautiful  open  meadow;  the  re- 
maining distance  on  the  bottom,  as  -yell  as  the  slope  of  the  bluff,  is  cov- 
ered with  a  heavy  growth  of  valuable  timber. 

Cedar  creek  empties  itself  into  an  arm  of  the  Illinois,  amid  this  timber, 
about  one-half  of  a  mile  from  its  gorge  in  the  bluff.  It  is  a  small  stream, 
though  subject,  at  times,  to  very  high  floods;  its  valley  is  a  deep  cut-off, 
from  one  to  two  hundred  feet,  into  the  edge  of  the  prairie,  exceedingly 
serpentine  and  rugged,  and  varying  from  200  to  500  feet  in  breadth. 
Bold  bluffiand  ridges  of  more  than  lOOfeet  in  elevation  interlock  in  some 
places  along  the  valley,  while  the  stream  winds  around  their  bases. 

These  bluffs  are  subject  to  heavy  "slides;*'  their  geological  formation, 
tb.crefore,  is  easily  determined;  their  tops  have  usually  a  thin  soil,  run- 
ning into  sand  and  clay,  to  a  depth  of  from  lO  to  20  ^eei\  we  then  come 
to  strata  of  limestone,  and  partially  cemented  clay,  alternating.  The 
strata  of  stone  vary  from  U  to  3  feet  in  thickness,  with  numerous  ver- 
tical cross  seams;  and  the  lower  stratum,  in  particular,  will  be  very  valua- 
ble, convenient,  and,  I  doubt  not,  sufficiently  abundant  for  the  structure 
of  the  necessary  bridges  and  culverts  along  the  road  already  located, 
though  it  is  believed  that  the  grade  line  will  not  fall  below  the  second 
stratum. 

Strata  of  bituminous  coal  of  an  excellent  quality  are  also  found  at 
several  points  along  this  valley;  this  will  also  be  of  some  importance  to 
the  interests  of  the  State,  whenever  the  road  is  completed. 


212 

As  we  ascend  the  valley,  the  bluffs  on  either  side  become  less  bold 
and  irregular;  and  above  Manvill's  mills,  the  stone  formation  entirely 
disappears.  A  variety  of  excellent  timber,  suitable  for  the  superstruc- 
ture of  the  road,  is  found  along  the  creek  lor  about  four  miles  from  its 
mouth;  at  which  distance  we  arrive  at  the  prairie,  the  topography  of 
which  is  well  known.  Mere  the  creek  separates  into  smaller  streams, 
with  gradually  sloping  banks,  their  beds  being  but  slightly  depressed 
below  the  general  level  of  the  prairie,  which,  at  a  distance  of  five  miles 
from  the  Illinois,  is  232  feet  above  its  surface  at  low  water. 

From  the  head  waters  of  these  streams,  an  even  unbroken  prairie  ex- 
tends for  many  miles  beyond  the  limit  to  which  our  prescribed  distance 
of  1 1  miles  will  carry  us. 

Particular  Location  of  Link. 

The  line  commences  on  the  south  bank  of  the  Illinois  river,  opposite 
to  the  termination  of  the  Michigan  and  Illinois  canal,  and  runs,  in  the 
best  direction  attainable,  for  the"gol-ge  of  Cedar  creek  at  the  bluft'.  In 
order  to  be  secure  against  the  floods  of  the  river,  and  also  to  ease  the 
grade  in  ascending  along  (he  curve  in  the  valley  of  the  creek,  a  very 
heavy  embankment  is  necessary  across  the  bottom  of  the  Illinois. 

Observation  has  shown  that,  during  the  floods  of  the  river,  large  trees, 
ice,  &c.,  are  carried  with  much  force  over  this  bottom.  With  a  view 
to  protect  the  embankment  from  the  action  of  these  masses,  I  would 
suggest  that  an  embankment  be  constructed  along  the  immediate  bank 
of  the  river,  from  the  point  where  the  railroad  line  strikes  the  river  to 
the  bluff,  a  distance  of  about  a  mile,  and  along  the  highest  ground  upon 
the  bottom.  A  large  portion  of  this  meadow  would  thus  be  secured 
against  the  floods,  and  consequently  very  much  enhanced  in  value.  As 
this  point,  from  its  local  situation  and  other  circumstances,  cannot  fail  of 
being  one  of  much  importance,!  cannot  but  believe  that  the  State  will 
be  amply  compensated  for  the  extra  expense  of  the  work  above  noticed, 
by  the  greatly  enhanced  value  of  the  State  lands  upon  which  they  will 
thus  be  constructed. 

The  railroad  embankment,  thus  protected,  may  also  safely  be  of  less 
elevation  and  strength  than  would  otherwise  be  admissible.  A  super- 
structure secured  upon  piles  would,  however,  save  much  of  the  imme- 
diate expense. 

Before  making  the  bluflf,  the  line  crosses  Cedar  creek  about  80  feet 
from  its  entrance  into  the  arm  of  the  Illinois,  and  recrosscs  it  again  2,100 
feet  from  the  former  point.  Bridges  of  about  ^'0  feet  span  each,  with 
expensive  abutments,  would  be  necessary  to  pass  these  points.  But  I 
would  propose  to  make  a  cut  of  about  200  feet,  by  means  of  which  the 
creek  can  be  turned  into  the  river  below  its  present  mouth,  and  thus 
save  the  expense  of  these  works. 

After  leaving  the  embankment  on  the  Illinois  bottom,  three  heavy 
bluffs  are  encountered  on  a  curve  of  2,729  feet  radius;  the  two  first  of 
which  are  on  the  east,  and  the  other  on  the  west  bank  of  the  creek. 

The  heavy  embankment  along  the  bottom  will  require  much  more 
earth  than  the  amount  of  excavation  which  these  bluffs  will  afford,  with 
the  slopes  allowed  on  other  parts  of  the  work;  their  slopes  can,  therefore, 


213 

be  so  much  reduced  by  taking  the  excess  of  bank  from  them,  that  no 
danger  need  be  apprehended  from  sUdes  upon  the  road,  that  otherwise 
couid  not  be  well  avoided. 

For  the  grades,  curves,  culverts,  and  bridges,  I  would  refer  jou  to  the 
tables  herewith  presented,  as  well  as  for  the  estimates  upon  different 
parts  of  the  work. 

After  passing  the  third  bluff,  it  will  be  seen  by  reference  to  the  profile 
and  map,  that  from  that  point  to  Manvill's  mills,  three  high  bridges,  with 
rather  heavy  embankments,  are  required.  The  grade  line  along  this 
portion  of  the  road  might  have  been  laid  somewhat  lower,  and  thus  have 
saved  expense,  but  for  the  necessity  of  continuing  the  grade  below,  in 
order  to  reach  the  edge  of  the  plane  at  the  latter  place,  which  is  alreaay 
cut  as  deep  as  is  considered  safe,  on  account  of  rock  excavation. 

The  line  passes  the  creek  at  bridges,  Nos.  i,2,  and  ?>,  very  favorably, 
and  the  location  of  bridge  No.  4,  would  have  been  much  improved  by 
throwing  the  tangent  on  which  it  is  placed  further  to  the  north;  but  this 
would  have  injured  tiie  location  of  bridge  No.  3,  and  very  much  increas- 
ed the  amount  of  embankment;  as  it  is  situated,  the  creek  must  be  turn- 
ed for  a  short  distance,  to  be  passed  in  a  more  favorable  manner,  and  a 
slope  wall,  of  about  170  feet  in  length,  will  be  requisite. 

Tiie  next  point  of  any  considerable  importance  is  at  bridge  No.  5, 
which,  however,  spans  the  creek  at  a  very  favorable  point,  and  will  be 
less  expensive  than  either  of  the  preceding  ones.  The  deep  cut  through 
the  ridge,  near  bridge  No.  5,  is  resorted  to,  in  order  (as  will  be  seen  ioy 
reference  to  the  map)  to  save  excessive  embankment  and  enlarge  the 
radius  of  the  curve  at  that  point. 

The  line  passes  and  repasses  the  creek  again,  near  stations  193  and 
l98,  respectively;  but  bridges  at  these  points  will  ha  obviated  by  making 
a  short  cut  of  about  280  feet  in  length,  and  about  20  in  depth,  by  means 
of  which  the  creek  may  be  turned  through  the  ridge,  on  the  east  of  the 
line,  and  thus  save  the  expense  of  two  bridges  at  these  points.  It  should 
be  remarked,  also,  that  the  ridge  above  mentioned  is  a  formation  of  sand 
and  clay  easily  excavated. 

The  only  points  of  importance  on  the  remaining  part  of  the  line,  are 
the  cut,  bridge  No.  G,  and  the  embankment  at  or  near  Richey's.  If  the 
line  be  placed  further  east,  to  avoid  the  deep  cut  just  noticed,  a  much 
longer  and  heavier  embankment  in  the  valley  will  be  necessary  than  is 
requisite  on  the  present  line,  as  well  as  a  re-curve  to  gain  the  proper 
direction. 

The  high  bridge  and  embankment  are  necessary  in  order  fo  maintain 
the  elevation  already  attained  and  pass  on  to  the  prairie;  with  an  admissi- 
ble grade. 

After  leaving  this  embankment,  we  strike  the  open  prairie,  and  leave 
the  valley  of  Cedar  creek  and  its  branches  to  the  right.  From  this 
point  the  line  traverses  an  almost  level  prairie,  without  an  obstacle  wor- 
thy of  notice,  to  its  southern  limit. 

It  will  be  seen  that  the  first  six  sections  contemplate  a  variei.y  of 
heavy  and  expensive  work;  yet,  considering  the  height  to  which  the 
floods  rise  on  the  Illinois  bottom,  and  the  consequent  necessary  height 
of  the  embankment  that  traverses  it — the  winding  and  rugged  character 
of  Cedar  creek  valley — and    the  great  elevation  to  be.  overcome    in  a 


214 


short  distance,  I  cannot  but  believe  that  the  grades  and  curves  of  the  j 
proposed  line  are  as  favorable,  and  the  aggregate  expense  of  the  whole 
as  light  as  could  have  been  anticipated  under  these  circumstances.  In- 
deed, it  will  be  seen  that  the  elevation  of  the  prairie  is  attained  upon  ' 
grades  and  curves  that  admit  of  motive  power,  as  the  agent,  without 
diminishing,  in  any  considerable  degree,  the  velocity  or  weight  of  the 
bodies  to  be  transported. 

I  regret  that  time  does  not  permit  me  to  present  more  finished  maps 
and  drawings,  as  well  as  a  more  perfect  exposition  of  the  topography  of 
the  country,  and  the  vnrious  work;?  required  along  the  located  line;  but 
as  you  are  well  aware  of  this  ff  ct,  the  above  remarks  are  respectfully 
submitted,  without  further  comment,  by 

T.  B.  RANSOM, 


215 


Table  of  Curves,  Tangents,  and  Elevations. 


S-S 

1     (D 

Distance  above 

Stat 

ion. 

§c 

o 

or  below  high 
water   in   Illi- 

Location. 

•^2 '"' 

o  o   > 

m 

r^ 

Fron 

to 

^ 

a 

xA.bove. 

Below. 

Feet. 

Feet. 

Commmencing  at  111.  river 

0 

y5 

2,500 

2,500 

Tangent 

- 

- 

1194 

On  bottom 

^5 

45 

4,500 

2,000 

Curve 

7,040 

_ 

11.90 

Mouth  of  Cedar  creek 

45 

54 

5,400 

900|Tangent 

- 

- 

10.43 

On  timber  bottom 

54 

11-2 

11,200 

5,800,Curve 

27.29 

07. 00 

10.42 

On  Point  BlutF 

n-2 

1.34 

1.3,400 

2,200 

Tangent 

_ 

95.05 

Near  Manviirs 

1.34 

190 

19,000 

5.600 

Curve 

2,645 

135.42 

On  bank  of  creek 

190 

193 

19,.300 

300 

Tangent 

- 

129.08 

On  bank  of  creek 

19.3 

210 

21,000 

1.700 

Curve 

3,970 

179..57 

On  hioh  ground 

:2U) 

236 

23,600 

2,600 

Tangent 

- 

153.56 

Neaf  Richey'e 

y.3(i 

282 

28,200 

4,600 

Curve 

55.45 

211.10 

On  prairie.  100  ft.  fromcom't 

'282 

430 

43,000 

14,800 

Tangent 

- 

223.44 

Opposite  Binbuy's  Point 

430 

502 

50,200 

7,200 

Curve 

20,304 

221.92 

On  prairie 

50;i 

580 

58,000 

7,800 

Tangent 

~ 

235.90 

TaUc  of  Grades  and  Distances. 


o  ^ 

^ 

o 

Station. 

i:i 

t 

I 

Location. 

%  "■ 

^ 

a 

o 

From 

to 

111 

1  s 

8» 

|-3 

Feet. 

Feet. 

Commencing  at  Illinois  river 

1 

0 

50 

5,000 

5,000 

Level. 

Near  M  anvil  le 

2 

50 

150 

15,000 

10,000 

53.93 

On  prairie,l,000  ft.  from  timb. 

3 

150 

265 

26,500 

11,500 

41.707 

On  prairie 

4 

265 

310 

31,000 

4,.500 

12.82 

On  prairie 

5 

310 

4.30 

43.000 

12.000 

.3.06 

On  prairie 

6 

430 

475 

47,500 

4,000 

_ 

18.45 

On  prairie 

7 

475 

.500 

.50,000 

2,500 

31.908 

On  prairie 

8 

500 

581 

58,080 

8,080 

8.308 

216 

Estimates  of  the  probable  expense  of  the  grading  and  masonry  on  11  miles 
the  Central  Railroad  south  of  the  Illinois  river. 

Section   1. 


63,575,65  cubic  yards  embankment,  at  30  cents  per  yard    ^19,072  50 
4,444        cubic  yards  protection  wall,  at  $1   50  6,666  00 


Section  2. 

6.43  acres  clearing  and  grubbing,  at  |;30  per  acre 
125,482        cubic  yards  embankment,  at  25  cents 
8,963i54  cubic  yards  excavation,  at  1 6  cents 
150        cubic  yards  masonry,  at  $5 

For  turning  channel  of  Cedar  creek     - 


Section  3. 

5.5     acres  clearing  and  grubbing,  at  |,-25 
58,630.94  cubic  yards  excavation,  at  20  cents 
87,757.83  cubic  yards  embankment,  at  16  cents 
1,528        cubic  yards  masonry,  at  ^'6 
lOO        cubic  yards  masonry,  in  culvert,  at  $5 
33        cubic  yards  slope  wall,  at  $1  50 


Section  4. 

3.12  acres  clearing  and  grubbing,  at  ^20 
8,637        cubic  yards  excavation,  at  20  cents 
11,901        cubic  yards  embankment,  at  14  cents 
1,511        cubic  yards  masonry,  at  $6 
62        cubic  yards  slope  wall,  at  ^3 


Section  5. 

2.5  acres  clearing  and  grubbing,  at  $*20 

19,262  cubic  yards  excavation,  at  14  cents 

16, 14 1  cubic  yards  embankment,  at  16  cents 

38  cubic  yards  masonry  in  culverts,  at  ^5 


25,738  50 

$192  90 

31,370  50 

1,434  16 

750  00 

150  00 

33,879  56 

|137  50 

11,726  18 

14,041  25 

9,168  00 

600  00 

49  50 

35,622  43 

$62   40 
1,727  40 
1,666  14 
9,066  00 

186  00 

12,707  94 

$50   00 

2,696  68 

2,582  40 

190  00 

5,5 19  08 

217 

Section  6. 

7  acres  clearing  and  grubbing,  at  $20 

43,480  cubic  yards  excavation,  at  16  cents 

16,324  cubic  yards  embankment,  at  16  cents 

550  cubic  yards  masonry,  at  $Q 


Section  7. 

1,263        cubic  yards  excavation,  at  16  cents 
2,526        cubic  yards  embankment,  at  16  cents 


Section  8. 

1,732        cubic  yards  excavation,  at  16 
6,808        cubic  yards  embankment,  at  16  cents 
73        cubic  yards  masonry,  at  $6 


Section  9. 

87        cubic  yards  excavation,  at  14  cents 
1 1,926        cubic  yards  embankment,  at  14  cents 
50        cubic  yards  masonry,  in  culvert,  at  $7 


Section  10. 

79        cubic  yards  excavation,  at  14  cents 
3,499        cubic  yards  embankment,  at  14  cents 


Section  11. 

1,058        cubic  yards  excavation,  at  14  cents 
3,154        cubic  yards  embankment,  at  14  cents 


Section   12. 

1,356        cubic  yards  excavation,  at  14  cents 
3,917        cubic  yards  embankment,  at  l4  cents 


$140  00 
6,956  80 
2,6 11  84 
3,300  00 

13,008  64 

202  08 
404  16 

60()  24 

$277  12 

1.089  28 

438  00 

1,804  40 

$12  18 

1,669  64 

350  00 

2,031  82 

$11  06 
489  68 

500  92 

$l-:8  12 
441  56 

589  68 

$189  84 
548  38 

738  22 

218 


Section   13. 


660        cubic  yards  excavation,  at  14  cents 
3,277        cubic  yards  embankment,  at  14  cents 


Section  14. 

22,764        cubic  yards  embankment,  at  14  cents 
70        cubic  yards  masonry,  at  $7 


Section  Mj 

26      ^  cubic  yards  excavation,  at  14  cents    - 
3,743        cubic  yards  embankn.ent,  at  14  cents 


Total  cost  of  sections         -  .  -  . 

Add  for  76  yards  masonry  on  section  12,  at  ,f  7     - 
For  40  yards  protection  wall  on  section  4,  at  $1  50 
Fcr  turning  channel  of  Cedar  creek  on  section  5,  to  save 
two  bridges  -  _  _  .  _ 

For  drains  and  ditches        -  -  -  .  - 

Total  for  grading  11  miles  of  railroad 
Add  10  per  cent  for  contingent  expenses 

Total  cost  -..-.- 

Average  cost  per  mile       -  -    .         -  ... 


$92  40 
458  78 

551  18 

|3,186  96 
490  00 

3,676  96 

$3  64 
524  02 

527  66 

1137,523  23 

532  00 

60  00 

250  00 
400  00 

138,765  23 
13,876  52 

^152,641  75 

$^13,876  22 

The  above  estimate  is  believed  to   be  sufficiently  liberal  to  cover  the 

pense  of  bridge  and  culvert 

ches. 

Respectfully  submitted,  by 


expense  of  bridge  and  culvert  pits,  as   well  as  all  necessary  drains  and 
ditches, 


T.  B.  RANSOM,  Engh 


219 

Report  of  T,  B.  Ransom.  • ' 

Railroad  O'fice, 

La  Salle,  Nov.  25,  n2,^. 
To  E.  Peck,  Esq. 

Commissioner  of  the  Board  of  Public  Works. 

Sjr:  The  rollowing  summary  remarks,  descriptive  of  the  commence- 
ment of  and  progress  in  grading  the  twenty-two  miles  of  the  Central 
raih'oad  put  under  contract,  at  La  Salle,  on  the  25lh  June  last,  with  the 
other  papers  herewith  presented,  it  is  believed  will  be  sulHcient  to  ex- 
hibit all  of  the  important  factd  connected  with  the  operations  on  the 
public  works  at  this  place. 

Within  thirty  days  after  the  contracts  were  executed  (for  grading)  the 
work  was  commenced  in  a  suitable  manner  upon  each  contract  along  the 
line;  but  owins:  to  the  unusual  degree  of  sickness  of  this  season,  and  the 
consequent  ditiiculty,  il  not  impossibility,  of  procuring  and  keeping  a  re- 
quisite number  of  hands,  its  progress  has  been  very  much  retarded;  so 
much  so  that,  upon  the  heavy  jobs,  there  are  good  reasons  to  doubt  the 
ability  of  the  contractors  to  complete  their  work  within  the  time  speci- 
fied in  their  agreement  with  the  State. 

The  work  is  divided  into  sections  of  four  thousand  feet  each,  and  num- 
bered Irom  the  Illinois  river  each  way. 

The  eleven  miles  upon  the  north  side  of  the  river  was  put  under  the 
immediate  charge  of  H.  K.  Curti?,  Esq.,  and  the  same  extent  of  road  on 
the  south  side  under  the  immediate  charge  of  C.  D.  Woodworth,  Esq.; 
both  of  whom  (as  well  as  the  young  gentlemen  generally  who  have 
composed  these  parties,)  I  take  gieat  pleasure  in  stating,  have  dis- 
charged their  respective  duties  in  a  manner  creditable  to  themselves, 
and  beneficial  to  the  interest  of  the  State. 

Messrs.  Kenedy  and  Brookin's  job,  embracing  sections  Nos.  1  and  2 
on  the  north  side  of  the  river,  and  section?  on  south  side,  has  been  com- 
menced on  section  1,  which  is  now  in  progress.  In  the  deep  cut  on  this 
section,  (requisite  in  ascending  to  the  prairie  from  La  Salle  city,)  at  a 
distance  of  about  three  feet  under  the  surface,  the  material  is  found  to 
be  mostly  a  semi-formed  argillaceous  slate  in  their  horizontal  strata,  and 
very  tenacious;  this  same  formatii  n  is  also  found  on  the  opposite  side  of 
the  river  at  the  same  elevation;  It  is  therefore  probable  that  it  underlays 
the  country  to  a  very  considerable  extent.  A  stratum  of  iron  ore  has 
also  been  discovered  near  the  surface  on  this  section,  varying  in  value 
probably  from  30  to  70  per  cent;  and  as  the  earth  will  doubtless  be 
graded  here  below  the  stratum  in  building  the  city,  it  may  ultimately  be 
of  some  importance  to  the  State. 

One  or  two  strata  of  bituminous  coal  have  also  been  found  here,  and 
on  the  opposite  side  of  the  river,  though,  so  far  as  they  have  been  traced, 
they  arc  of  inconsiderable  value.  Mr.  Bigalow's  job,  which  embraces 
the  sections  from  2  to  14^  inclusive  on  the  south  side,  has  been  com- 
menced and  executed  so  far  in  a  very  neat  and  workmanlike  manner. 
The  industry  which  has  here  characterised  his  work  gives  promise  that 
it  may  be  completed  within  the  time  specified  in  his  contract.    Sections 


220 

2,  4,  5  and  6  are  completed,  as  well  as  the  culverts  on  sections  4,  5  and  6. 
Several  other  sections  ennbraced  in  his  contracture  also  well  advanced. 
From  the  work  already  done,  it  will  be  seen  that  the  expense  of  grading 
the  prairie  sections  does  not  differ  materially  from  the  original  estimate. 

I  ought  not  disguise  my  belief  that  the  ditches  for  the  excavated  part 
of  the  work  will  be  found  insufficient,  especially  as  the  grade  line  in 
soma  pln/^os  is  so  much  below  the  general  level  of  the  prairie;  for  if  the 
superstructure  comes  at  or  near  the  surface,  upon  whatsoever  plan  it 
may  be  constructed,  it  will  be  necessary  to  have  the  road-bed  well 
drained. 

Sections  1,  2,  8,  and  9,  on  the  south  side  of  the  river,  are  under  con- 
tract to  Cronkhite  and  Doolittle;  of  which  section  2  is  chopped,  and  the 
grading  commenced  at  the  point  where  the  embankment  crossing  the  Illi- 
nois bottom  strikes  the  bluff. 

Although  the  strata  and  different  substances  which  compose  these 
bluffs  are  such  as  stated  in  my  former  communication,  it  is  found  that 
the  deeper  they  are  penetrated,  the  more  iirm  and  solid  they  become; 
and,of  coui^se,  the  difficulty  and  expense  of  the  excavation  will  be  en- 
hanced in  the  same  proportion;  indeed,  some  of  these  strata  have  all  the 
hardness  and  tenacity  of  solid  rock;  this  will  necessarily  increase  the 
expense  of  grading  at  these  points,  and  probably  bring  the  aggregate  ex- 
pense somewhat  above  the  estimate  of  last  spring. 

The  grade  line  across  the  lUinois  bottom  was  laid  under  the  expecta- 
tion that  an  embankment  would  be  thrown  up  along  the  bank  of  the 
river  from  the  termination  of  the  railroad  embankment  to  the  bluB";  thus 
securing  several  hundred  acres  of  very  valuable  land  from  the  action 
of  the  floods.  If  this  is  not  done,  the  railroad  embankment  will  require  to 
be  at  least  two  feet  higher  than  was  then  contemplated,  and  a  broad 
water-way  be  left  at  some  appropriate  place,  to  prevent  the  damaging 
and  accumulation  of  water  during  floods,  which  it  must  be  seen  will  be 
caused  by  the  canal  and  railroad  embankments;  which,  as  they  extend 
to  the  bluffs  on  either  side  of  the  river,  will  operate  to  raise  the  floods  on 
the  upper  side  of  these  embankments,  where  formerly  they  swept  freely 
over  this  broad  span,  to  the  height  of  at  least  ten  feet,  and  force  them 
with  an  increased  velocity  along  the  main  channel  of  the  river,  and 
through  such  other  passages  as  may  be  left  open  to  their  course. 

It  will  be  seen  also  by  reference  to  the  maps,  that  the  railroad  line  being 
a  little  below,  and  making  out  a  small  angle  with  the  embankment  of  the 
steamboat  basin,  or  termination  of  the  canal ;  and  the  channel  of  the  river 
turning  to  the  right  m  passing  down  between  them,  the  floods  will  ne- 
cessarily throw  iloatmg  ice,  trees,  &c.,  directly  upon  the  railroad  em- 
bankment, which  would  be  prevented  by  a  bank  along  the  south  side  of 
the  river;  this  bank  would  also  gradually  turn  the  current  above  in  a 
direction  to  pass  around  the  termination  of  the  railroad  line. 

A  proper  security  to  tliis  point  by  means  of  piles  and, slope  wall  will 
be  requisite.  Instead  of  the  latter,  however,  to  protect  the  embankment 
along  the  bottoms,  should  the  plan  of  constructing  one  along  the  river 
be  abandoned,  I  would  propose  that  small  brush  in  suitable  quantities 
be  interwoven  with  each  other  and  embedded  in  horizontal  strata  in  the 
embankment  while  it  is  being  constructed,  and  that  the  slopes  be  fur- 
ther protected  by  planting  upon  them  in  fall  or  spring  the  Bermuda  grass, 


221 

or  the  common  turf  of  the  prairie.  I  have  known  this  kind  of  embank- 
ment to  resist  the  action  of  water,  ice,  &c.  better  than  the  ordinary 
slope  wall;  and  the  expense  of  this  kind  of  protection  is  evidently  much 
less  than  the  former. 

Sections  3,  4,  5,  and  6,  have  been  commenced  in  a  very  eificient  man- 
ner by  Perry,  Wilson  &  Co.  The  third  section  has  three  bridges  and 
the  deepest  cuttings  on  the  work.  The  remarks  made  in  reference  to  the 
material  to  be  excavated  on  section  2  will  also  apply  to  the  material  in 
the  deep  cuts  in  the  blutfs  on  this  section.  Betvi^een  this  point  and  the 
prairie,  as  the  grade  ascends  rapidly,  it  is  believed  that  no  material  will 
be  found  so  difficult  to  remove  as  that  encountered  in  the  several  strata 
below. 

Stone  of  the  first  quality  for  the  bridge  abutments,  and  of  any  desira- 
ble dimensions,  is  found  here  in  the  most  advantageous  situations  for 
these  works;  all  such  as  are  valuable  for  building  purposes,  and  not  re- 
quired in  the  work,  are  reserved  along  the  line,  to  be  disposed  of  as  the 
interests  of  the  State  may  require. 

The  abutments  of  bridge  No.  1  are  well  advanced,  one  being  nearly 
completed.  It  is  but  justice  to  the  contractors  engaged  upon  these  sec- 
tions to  remark  that  their  masonry,  thus  far,  will  compare  in  neatness  and 
stability  with  any  work  of  the  kind  in  the  country.  To  one  unacquaint- 
ed with  the  high  floods  of  Cedar  creek,  the  dimensions  of  the  bridges 
proposed  for  the  railroad,  and  the  character  of  the  abutments  in  progress 
along  its  valley,  would  doubtless  appear  to  be  a  worse  than  useless  expen- 
diture of  public  money.  '  But  Avhen  it  is  known  that  although  its  bed  may 
even  be  dry  in  summer,  yet  the  volume  of  its  water  in  the  spring  and 
fall  is  not  unfrequeutly  equal  to  the  ordinary  volume  of  the  Illinois  river, 
and  that  it  falls  more  than  200  feet  in  a  distance  of  four  miles,  bringing 
along  stones,  gravel,  trees,  &c.  the  necessity  of  permanent  works,  and 
a  liberal  water-way,  vviil  doubtless  become  apparent. 

It  is  true  tiiat  the  work  on  the  first  four  and  a  half  miles  from  the 
river  is  bold  and  expensive;  and  in  consequence  of  ihc  unexpected  char- 
acter of  the  material  found  in  penetrating  the  bluffs,  the  estimated  ex- 
pense will  be  somewhat  enhanced;  still,  when  it  is  considered  that  an 
elevation  of  more  than  200  feet  is  overcome  in  that  distance  without  the 
aid  of  stationary  power,  in  a  good  direction,  with  grades  not  exceeding 
53  feet  per  mile,  and  upon  curves  of  a  liberal  radius,  I  cannot  but  be- 
lieve that  this  obstacle  will  be  considered  overcome  as  facile,  and  at 
an  expense  full  as  moderate  as  could  have  been  anticipated. 

I  ought  not  to  omit  to  mention  here  my  belief  that'a  suitable  boat, 
with  a  railroad  track  along  its  deck  to  suit  the  work,  and  proper  appen- 
dages at  the  terminations  of  the  embankments  on  either  side  of  the  river 
to  accommodate  the  rise  and  fall  of  the  water,  can  be  arranged  and  com- 
pleted at  a  small  expense,  so  as  to  carry  a  train  of  cars  across  the  river 
with  very  little  delay  and  in  perfect  safety. 

In  this  event,  and  T  doubt  not  in  any  event  ,works  analagous  to  those 
now  in  progress  on  the  south  side  of  the  river  for  ascending  from  the 
bottom  to  the  prairie,  will  not  only  be  very  desirable  on  the  north  side 
also,  but  indispensably  necessary. 

A  synopsis  of  the  work  already  done,  and  to  be  done,  on  this  part  of 
the  Central  ra-ilroad  is  herewith  presented. 

Respectfully.  T.  B.  PvANSOM. 


222 


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226 

Report  of  T.  B.  Ransom. 

Railroad  Office, 
Manville,  November  28,  1 838. 
To  E.  Peck,  Esq. 

Commissioner  of  the  Board  of  Public  Works. 

Sir:  On  the  first  of  this  Trionth  an  engineering  parly  of  five  was  organ- 
ized and  put  under  the  immediate  charge  of  Wm.H.  Seymour,  Esq.,  for 
the  purpose  of  making  surveys  and  examinations  of  the  bars  and  other 
obstrur-tions  to  the  navigation  of  the  Illinois  river,  from  the  lermination 
of  the  Illinois  and  Michigan  canal  to  the  south  line  of  the  northern  en- 
gineering district. 

Although  the  season  was  far  advanced,  it  seemed  a  favorable  time  for 
a  reconnoissance  of  the  kind,  on  account  of  its  unusual  drought  and 
the  consequent  shoal  water  of  the  river.  A  suitable  boat  Avas  procured, 
and  the  field  operations  prosecuted  with  the  utmost  diligence  and  in- 
dustry, but  in  consequence  of  the  severity  of  the  weather  from  the  l3th 
to  the  *20th  instant,  the  river  was  frozen  over,  which,  combined  with  the 
snow,  rendered  the  soundings  and  further  examinations  for  the  time 
impracticable.  The  examinations  up  to  this  time  had,  however,  extended 
to  all  the  obstructions  between  La  Salle  and  Peoria. 

The  valley  of  the  Illinois  river  is  a  deep  cut,  varying  from  200  to  300 
feet,  into  the  rich  and  luxuriant  prairie  country  through  which  it  passes; 
and,  in  ages  past,  was  evidently  the  outlet  of  a  much  greater  volume  of 
water  than  is  now  found  within  its  banks.  Indeed,  it  can  hardly  be 
doubted  that  at  least  a  portion  of  the  drainage  of  the  northern  lakes 
passed  through  this  valley  to  the  gulf  of  Mexico.  Very  low  grounds  and 
numerous  lagoons  are  frequently  found  extending,  longitudinally,  on 
either  side  of  the  river. 

For  the  volume  of  water  that  it  now  passes,  it  is  unusuallj  deep  and 
clear,  with  a  current  so  very  sluggish  as  to  afford  but  little  resistance  to 
the  ascent  of  boats  of  any  description;  affording,  therefore,  except  at  ex- 
treme low  water,  one  of  the  best  channels  for  steamboat  communica- 
tion of  any  river  in  the  country. 

The  usual  obstructions  are  loose  sand  bars  at  or  near  the  mouths  ofthe 
several  tributary  creeks  and  streams. 

Two  methods  of  improvement  obviously  present  themselves  for  adop- 
tion: one  by  means  of  jetties  or  wing-dams,  and  the  other  by  di  edging, 
or  excavating  the  sand  at  the  several  bars  or  shoals. 

In  consequence  of  the  darning  or  accumulation  of  water  m  this  river, 
by  the  high  flood?  of  tljc  Mississippi,  the  latter  method  will  undoubtedly 
be  preferable  towards  the  mouth;  and,  from  the  character  of  the  river 
already  noticed,  it  may  also  secure  a  sufficient  depth  of  water,  for  a  num- 
ber of  years  at  least,  over  the  obstructions  in  the  upper  portions. 

For  want  of  time,  it  was  proposed  to  make  surveys  at  such  points 
only  as  obstacles  were  known  or  found  to  exist.  The  accompanying  maps 
are,  therefore,  detached  portions  of  the  river  at  these  points,  extending 
to  navigable  waters  above  and  below  the  several  shoals. 

The  following  summary  remarks,  pertaining  to  each  bar  or  shoal,  to- 
gether with  the  channels,  bars,  and  soundings  delineated  upon  the  maps. 


227 

will,  it  is  believed,  make  known  all  the  important   facts  connected  with 
the  obstructions  between  the  points  above  mentioned. 

Shoal  water,  varying  in  the  channel  from  four  to  eight  feet,  is  found 
opposite  Enterpize,  though  there  is  here  no  well  characterized  bar.  The 
first  serious  obstacle  below  La  Salle,  is  Spring  creek  bar,  which  is  2,000 
feet  below  the  mouth  of  that  stream,  and  about  six  miles  from  the  termi- 
nation of  the  canal.  It  is  a  loose  sand  bar,  stretching  from  the  point  of  a 
long  peninsula  on  the  left  bank  of  the  river,  diagonally  down  tho  stream 
to  the  opposite  bank;  the  peninsula  is  formed  by  the  river  on  one  side, 
and  a  deep  lagoon  on  the  opposite,  and  Spring  creek  on  tlic  third  side. 
The  bar  seems  to  have  been  caused  by  a  deposite  from  Spring  creek  dur- 
ing high  water;  at  which  time  the  peninsula  is  overfiOAved,  it  being  but 
one  foot  above  the  surface  at  this  stage  of  water — indeed,  the  bar  is  but  a 
continuation  of  this  peninsula.  The  channel  passes  over  about  the  middle 
of  this  bar,  and  at  right  angles  to  its  general  dirccticn,  the  shoal  water 
being  2.1  feet.  The  river  is  here  830  feet  broad,  the  average  breadth  of 
the  bar  being  420  feet.  A  fall  of  .iS  only  was  found  here  in  a  distance 
■of  800  feet,  extending  from  deep  water  above  the  bar  to  deep  water 
below.  On  the  lower  side,  the  shoal  i'alls  off  abruptly,  givisig  a  depth  of 
€ight  feet  at  a  distance  oftifty  feet  from  the  lower  line  of  soundings. 

As  the  causes  of  this  obstruction  arc  still  in  operation,  it  is  believed 
that  the  best  permanent  improvement  at  this  place  will  be  a  jettcc,  ex- 
tending from  a  suitable  point  on  the  left  bank  upv/ards,  and  partially 
"c cross  the  river;  this  would  raise  the  water  above,  and,  by  contracting 
it  into  a  channel  around  its  termir  ation,  produce  a  current  there  and  a 
short  distance  below,  which  would  doubtless  give  the  requisite  depth  of 
Water. 

An  abundance  of  stone  for  such  a  structure  is  found  along  Spring 
creek,  in  the  immediate  vicinity  of  this  bar.  Logs  and  uprooted  trees 
are  frequently  found  along  the  river,  sometimes  partially  imbedded  in  the 
sand,  and  extending  crosswise  of  the  stream;  with  these  exceptions  a 
good  channel  is  found  from  Spring  creek  bar  to  the  head  of  Canan-wcod 
island:  here,  a  loose  sand  bar  extends  from  the  head  of  this  island,  in  an 
oblique  direction  to  the  channel,  which  is  under  the  right  bank  of  the 
river;  this  channel  varies  from  1 50  to  200  feet  in  breadth,  and  has  a 
minimum  depth  of  five  feet  in  the  centre. 

One  mile  and  a  half  below  this  island,  we  come  to  Negro  creek,  which 
comes  ill  through  the  right  bank  of  the  river,  and  has  here  deposited  a 
bar  of  400  feet  in  length  and  250  in  breadth,  extending  longitudinally  in 
the  river  opposite  the  mouth  of  the  creek.  At  this  stage  of  water  it  is 
about  one  foot  above  the  surface,  and  extends  from  the  middle  of  the 
river  nearly  to  the  right  shore.  The  river  is  here  980  feet  wide,  the 
channel  varying  from  150  to  200  feet  in  width,  with  a  minimum  depth  of 
five  feet,  passes  between  the  east  side  of  this  bar  and  a  gshoal  extending 
along  the  lelt  bank.  This  slioal  is  doubtless  formed  by  several  large 
trees  which  have  lodged  along  the  bank  of  the  river  and  are  now  em- 
bedded in  the  sand.  The  two  last  obstacles,  it  will  be  seen,  are  by  no 
means  serious,  the  shoalest  water  being  five  feet;  the  last  would  un- 
doubtedly be  sufficiently  obviated  by  removing  the  logs  and  trees  to 
which  reference  has  been  made. 


OoDosite  the  mouth  of  Bureau  creek,  two  and  a  half  miles  above  Hen- 
nepnvi    -aVshoal  makes  out  from  the  left  bank  of  the  nver   though  a     ^ 
chSelsafRcientlv  broad   and  deep  for  boats   at  this   stage  of  water  is    - 
found  along  the  rig;ht  bank.  .  ,       ,       ,       ,  „j  .. 

The  nJt  obstade  is  at  the  head  of  Hennepin  island,  about  one  and  a 
half  Uu^s  below  Bureau  creek,  at  which  place  an  extensive  shoal  spreads 
T^he  head  of  that  island,  laterally,  across  the  nver  and  to  some  dis- 
tLre  above.  The  mam  channel  runs  from  the  mouth  oi  Bureau  creek 
t  n^.  in  h  ■  left  b-ml-  -'nrly  opposite  to  the  head  of  the  island;  thence 
S  :^e^  ':  ^Id  anVthc'lerbank,  varying  in  breadth  iro«i  100  to 
1 4  (V.l  with  a  mmimum  depth  of  2.H  feet.  This  island,  as  well  as  the 
shoal  above  it,  are  doubtless  a  depositc  from  Bureau  creek-the  bar  is 
a  loose  .and  t^>rmation  similar  to  those  described  above.  -- pe^-">;^«^ 
L' movement  here  would  require  either  a  dam  irom  the  island  to  the 
.ri;t  Jho  e,  or  jetties  from  that  shore  to  the  head  ol  the.is  and,  by  mean 
oKhich  the  stream  would  be  turned  through  the  channel  along  the  left 
hank   and  thus  secure  a  sufficient  depth  of  water.     ._      ,         '   „ 

'  T^  next  obstruction  is  lound  abou.  half  "^  ^  -'  ^'^  L^'Sf  Xhl 
Th- nver  is  here  8^0  feet  wide;  an  irregular  unaulating  shoal  ot  ught 
ivin- sand,  nearly  half  of  a  mile  in  length,  extends  quUe  across  the 
X.-anv  having  unoh  it  a  mean  depth  of  water  of  about  two  teet.  It  will 
be  s.en  by  the  soundinL^s  that  the  depth  of  water  is  here  very  irregular. 
So  didni^  channel  could  be  discovered,  but  ndges  and  channels^pax- 
hdly  traversing  the  stream,  generally  at  r.ght  angles,  were  lound  m  va- 
rious pi  CCS,  occasioned,  it  is  believed,  by  the  trees  and  logs  which  were 
found  in  the  bottom  more  or  less  imbedded  in  the  sand. 

These  are  necessarily  very  dangerous  for  boats,  more  especially  as  the 
8lu--.shness  of  the  current  here  produces  no  d.scermole  npple.  it  is 
noTbie  that  by  removing  these  and  excavating  the  sand  to  some  ex- . 
?Xa  L^  ndo/sufficientdlpth  wou.d  be  obtained  for  sometime;  but 
!s '  ^'  'and  at  this  nlace  is  so  exceedin,ly  light  an^  moveable,  a  more  por- 
^n^ont  method  of  improvement  would  be  to  construct  one  or  "lo/c  wm^' 
d\m  ■  .3  proposed  at  ^.ine;  creek.  From  th.s  bar  the  w^tcr  is  suffic^ 
cSli;Xp  for  a  distinceoi  about  szx  m.lcs,  where  a  sand  h;ar  is  lound 
:::ienLg  U    ..  ^-a   pf^a^low^nd.hind^d,ago^ 

^Tk^and  the';:;:;i^;:5:nrt;;mi^Ung  upo;ianother  sand  island  800,ieet 
below  the  upper  one,  near  the  left  bank.  ,      ,    ,       .      i    ',.„qo 

The  channel  is  here  near  tne  right  shore,  the  shoales  water  being  2.2 
feet  M  this  point,  the  river  is  800  feet  wide.  Logs  and  trees  were  tound 
embedded  in  various  places  on  this  bar-,  by  removing  these  and  excava- 
ti^.  about  1,0'JO  cubic  yards  of  sand,  a  channel  sufhciently  broad  and 
deeV  would  doubtless  be  produced  along  the  nght  bank  for  all  s  ages  of 
water  A  small  stream  emptying  in  through  the  lelt  bank  abou  three- 
fourths  of  a  mile  above,  has  doubtless  furnished  the  materials  lor  the 

P^F^orthirplace  deep  water  is  found   to  the  mouth    of  Sandy  creek, 
n^ar  Henry;    here  a  very   loose  moving  sand-bar  extends  around  the 
mouth  of  th;  creek,  which  comes  in  upon  the  left  bank.     The  channe 
iT said  to  change  its  place,  more  or  less,  from    year  to  year;  the  presen 
one  however,",s  under  the  right  bank  where  the  bar  is  narrower  than  at 


229 

any  other  place,  being  only  300  feet  across.  The  shoalest  water  found  in 
the  channel  was  3,2  feet.  Trees  and  logs  were  also  found  in  tliis  chan- 
nel. The  removal  of  these  and  the  excav.iticn  of  about  1,4110  cubic  yards 
of  sand  would  probably  be  the  cheapest  method  of  improving  the  navi- 
gation at  this  place.  One  mile  below  Henry^  at  Willow  island,  a  sand 
bar  was  found,  as  also  at  the  mouth  of  Crow  crcjd:;  t'ut  at  each  oftheste 
places  channels  sufficiently  broad  and  deep  for  all  stages  of  watei  were 
discovered. 

From  the  mouth  of  Crow  creek,  there  arc  no  obstructions  to  the  navi- 
gation as  far  as  Peoria;  at  which  place  the  examinations  were  discoa- 
tinued. 

From  the  shoalness  of  the  water  in  the  channels,  at  some  of  the  bars 
whicli  have  been  described  above,  it  will  be  seen  that  the  navigation  of 
the  river  at  this  stage  of  water,  with  any  class  of  steamboats  no^y  in  use, 
must  be  entirely  suspended;  this,  indeed,  has  been  the  case  for  more  than 
two  months  past. 

It  is  unnecessa-y  to  add,  that  this  suspension  to  the  navigation  of  the 
river  is  attended  with  very  serious  evils  to  the  thousands  of  inhabitants 
who  are  already  settled  along  its  fertile  valleys,  and  wlio  at  this 
time  depend  upon  it  as  a  means  of  communication  with  their  markets 
This  evil  is  more  particularly  enhanced  at  this  time,  as  it  is  a  season  of 
the  year  when  their  produce  is  ready  for  transportation,  and  a  supply  of 
groceries,  merchandize,  &c.,  is  necessary  for  their  use  and  comfort  dur- 
ing the  coming  winter. 

From  the  unparalleled  increase  of  the  population  of  ihis  section  of  the 
country,  and  the  strong  inducements  that  will,  for  many  years,  still  be 
afforded  for  augmenting  this  population,  it  can  hardly  bo  doubted  tiiat 
the  rea'  wants  and  requirements  of  this  section  abundantly  justify  the 
prospective  and  liberal  policy  which  has  thus  far  characterised  the  leg- 
islative provisions  of  the  Stale  in  relation  to  the  present  system  of  inter- 
nal improvements. 

The  difficulty,  if  not  impossibility,  of  ascertaining  the  number  of  logs, 
trees,  &c.,  that  should  be  removed,  as  well  as  the  expense  incident  to 
such  removal — the  amount  and  character  of  the  excavation  that  may  be 
required,  and  the  expense,  per  yard,  of  procuring  stone  at  the  different 
points  where  this  kind  of  improvement  has  been  proposed — will,  it  is  pre- 
sumed, be  sufficient  reason  for  excusing  r.ny  attempt  at  an  estimate  of 
the  probable  expense  of  these  several  improvements  which  have  been 
glanced  at  so  hastily  at  the  present  time. 

Approximate  estimates  will,  however,  be  prepared  and  presented  as 
soon  as  time  will  permit. 

Yours,  respectfully, 

T.  B.  RANSOM,  Engineer. 


2*rf0 

Report  of  T.  B.  Rayisom. 

Railroad  Office, 

Manville,  Nov.  28,  1838. 
To  E.  Peck,  Esq. 

Commissioner  of  the  Board  of  Public  Works. 

Sir;  I  herewith  transmit  a  statement  of  the  facts  as  well  as  maps  and 
profiles  pertaining  to  the  location  of  the  Central  railroad,  northerly  and 
southerly  from  the  termination  of  the  eleven  miles  of  the  same  on  each 
side  of  the  Illinois  river,  located  last  spring. 

In  August,  two  engineering  parties  were  organized  for  the  above 
mentioncjd  purpose.  Wrti.  H.  Seymour,  Esq.  was  placed  in  charge  of 
one  at  the  northern  termination,  with  directions  to  pursue  the  most 
"direct  and  eligible  route"  to  connect  Avith  the  surveys  from  Galena, 
that  should  be  deemed  consistent  with  economy  in  crossing  the  interme- 
diate streams  and  ridges.  Geo.  W.  Gilson,  Esq.  was  also  placed  in 
charge  of  the  party  at  the  southern  termination,  with  similar  instructions 
in  relation  to  that  point  and  Bloomington. 

It  is  but  justice  to  these  engineers,  as  well  as  to  the  young  gentlemen 
generally  who  have  composed  their  parties,  to  remark  that  their  field 
operations  have  been  conducted  in  the  most  prompt  and  satisfactory 
manner. 

The  results  of  Mr.  Seymour's  operations  are  as  follows^ 

Direction. 

The  tangent  at  the  termination  of  the  eleven  miles  was  continued  as 
far  as  Bureau  creek,  a  distance  of  eighteen  and  a  fourth  miles  from 
La  Salle,  from  the  surveys  of  last  year.  This  was  considered  the  most  fa- 
vorable point  to  cross  this  stream;  here  the  direction  was  changed 
12  degrees  to  the  right  on  a  radius  of  10,000  feet,  in  order  to  pass  the 
Inlet  creek  at  a  point  ascertained  to  be  the  least  expensive;  this  last 
tangent  was  continued  as  far  as  the  location  was  made,  and  if  prolonged 
would  strike  Rock  river  about  two  miles  above  Dixon's  ferry. 

Topography  and  General  Description. 

The  first  obstacle  encountered  is  at  Negro  creek,  eleven  and  a  half  miles 
from  the  river.  Here  a  valley  about  three-fourths  of  a  mile  wide,  with  a 
general  depression  of  twenty-five  feet,  and  a  steep  abrupt  bank  on  the 
south  side,  is  traversed  nearly  at  right  angles  by  the  railroad  line.  Al- 
though this  stream  bed  is  frequently  dry  in  summer,  it  drains  a  great  ex- 
tent of  prairie,  and  is  therefore  swollen  to  a  large  size  in  the  fall  and 
spring.  A  bridge  of  thirty  feet  span  and  thirteen  feet  in  height,  with  a 
grade  on  the  south  side  of  thirty-two  feet  per  mile  for  a  short  distance, 
will  be  necessary;  an  easy  grade  from  this  bridge  northerly  is  obtained 
for  a  distance  of  about  two  miles,  from  which  a  grade  of  forty  feet  per 
mile  must  be  adopted,  for  one  and  a  fourth  miles,  in  order  to  obtain  the 
summit  between  Illinois  river  and  Bureau  creek. 


231 

From  Negro  creek  to  the  Inlet,  the  prairie  becomes  much  more  rol- 
ling and  uneven  than  it  is  further  south.  Cuts  and  embankments  varying 
from  five  to  fifteen  feet  become  frequently  necessary,  as  these  undula- 
tions or  swells,  with  broad  valleys  between,  are  passed  nearly  at  right 
angles  by  the  railroad  line. 

At  a  distance  of  fifteen  and  a  half  miles  from  La  Salle,  we  arrive  at 
the  summit  before  mentioned,  on  an  ascending  grade  of  thirty  feet  per 
mile  for  a  short  distance,  this  point  being  three  hundred  and  eighty-six 
feet  above  the  Illinois  river. 

The  grade  northerly  from  this  point  is  unobjectionable  as  far  as  Pike 
creek,  a  distance  of  one  and  a  half  miles.  This  creek  has  a  very  broad 
valley,  and  will  require  a  bridge  of  the  same  span  and  height  as  proposed 
at  Negro  creek.  The  grade  northerly  from  this  stream  is  also  very  easy 
for  a  distance  of  about  one  mile.  Eighteen  and  one-third  miles  from  the 
Illinois  bluff  we  arrive  at  Bureau  creek,  situated  in  a  deep  valley  not 
exceeding  three  hundred  and  fifty  feet  broad.  A  bridge  of  forty  feet  span 
and  twenty-four  in  height  will  here  be  requisite,  with  a  descending  grade 
on  the  south  side  of  forty  feet  per  mile  for  a  distance  of  one  and  a  fourth 
miles.  From  this  stream  northerly,  an  ascending  grade  of  thirty-five 
fest  per  mile  for  about  one  and  three-fourths  miles  must  be  adopted;  the 
succeeding  two  and  a  half  miles  admit  of  an  easy  grade  with  medium 
cuts  and  embankment,  which  brings  us  to  the  foot  of  the  principal  ridge; 
here  commences  a  steep  grade  of  forty-six  feet  per  mile  for  one  and  a 
half  miles,  which  continues  to  the  summit  between  the  Illinois  and  Rock 
rivers.  This  point  is  found  to  be  four  hundred  and  eighty-nine  feet  above 
the  Illinois,  and  twenty-four  and  one-sixth  miles  from  La  Salle.  A 
very  gradual  descent  next  occurs  for  three-fourths  of  a  mile  to  the  north- 
ern declivity  of  the  ridge,  where  a  grade  of  at  least  sixty-four  feet  per 
mile  for  a  distance  of  two  and  one-third  miles,  with  cuts  and  embank- 
ments ranging  from  ten  to  nineteen  feet,  becomes  unavoidable.  From 
the  foot  of  this  ridge,  easy  undulating  grades,  with  light  cuts  and  em- 
bankments, mostly  through  sand  ridges,  descend  to  the  Inlet  cieek,  dis- 
tant from  La  Salle  twenty-eight  and  two-thirdsof  a  mile.  The  line  passes 
this  stream  at  a  very  favorable  point,  avoiding  the  low  bottoms  found 
above  and  below,  and  affording  good  foundations  for  a  bridge  upon  a 
stratum  of  limestone,  which  is  found  a  few  feetur.der  the  surface  at  this 
place.  The  creek  here  is  in  a  valley  eighteen  feet  deep  and  two  hun- 
dred across.  A  bridge  of  fifty  feet  span  and  thirteen  in  height  will  give 
sufficient  water-way  for  the  stream.  A  gradual  ascent  from  this  point 
is  found  to  a  distance  of  thirty  miles  from  La  Salle;  at  which  point  the 
location  was  discontinued. 

The  last  four  and  a  half  miles  of  the  line  pass  through  scattering 
timber,  though  of  small  growth  and  inconsiderable  value,  the  soil  being 
very  shallow  and  sandy.  The  ridge  mentioned  above  is  composed 
mostly  of  a  coarser  and  more  compact  sand,  which,  from  appearances, 
would  at  the  depth  of  five  or  six  feet  be  difficult  to  remove.  This  ridge 
extends  many  miles  to  the  right  and  left  of  the  point  where  it  is  tra- 
versed by  the  line;  though  it  is  believed  that  a  better  grade  would  be 
attainable  some  miles  further  to  the  west,  passing  a  few  miles  easterly 
of  the  head  of  the  Winnebago  swamp;  from  which  to  Rock  river  an 
almost  level  prairie  intervenes.  Further  examinations  along  this  part  of 


232 

the  line  seem  to  be  necessary;  indeed  the  passage  of  the  Bureau  and 
Inlet  creeks,  at  points  less  favorable  than  those  mentioned  above,  would 
doubtless  be  warranted,  could  a  more  favorable  pomt  of  passm^  this 
ridse  be  discovered.  Should  this  not  be  the  case,  it  may  be  preierable 
to  make  such  curves  and  re-curves  in  the  present  line  as  to  pass  this 
ridge  obliquely,  and  thus,  by  increasing  the  distance,  somewhat  dimm- 
ish the  steepness  of  the  grades,  as  well  as  the  banks  and  cuttings  on 
either  ^ide.  Eighteen  culverts,  varying  from  three  to  six  leet  span, 
will  be  necessary  on  this  line,  the  stone  for  which  must  be  taken  irom 
the  bluffs  of  the  Illinois  and  Little  Vermilion,   or  Spring  creek  and  the 

The  only  timber  traversed  by  this  line  is  that  noticed  at  the  Inlet  and 
a  narrow  grove  at  Bureau  creek;  valuable  groves  are,  however,  situated 
on  either  side,  varying  in   distance  from  three  to  ten  miles  of  the  line. 

Mr.  Gilson's  operations  on  the  south  side  of  the  Illinois  give  the  fol- 
lowing result : 

Direction. 

The  tangent  at  the  termination  of  the  eleven  miles  was  continued  to 
the  north  line  of  McLean  county,  a  distance  of  nineteen  miles,  or  thirty 
from  the  Illinois  river. 

Topography  and  General  Description. 

The  whole  extent  of  this  nineteen  miles  is  on  a  high  prairie,  with  very 
few  valleys  or  undulations,  having  a  deep  rich  soil,  varying  from  one 
and  a  half  to  three  feet  deep,  and  underlaid  by  a  formation  more  or  less 
argillaceous.  .      r  .       , 

The  commencement  is  at  an  elevation  above  the  Illinois  ot  two  hun- 
dred and  thirty-seven  feet,  and  with  the  exception  of  a  few  Tcry  gentle 
undulations,  a  gradual  ascent  is  found  to  a  distance  of  2.6  miles,  which 
is  the  summit  between  Oedar  and  Sandy  creeks.  This  point  is  thirty- 
seven  feet  above  the  commencement,  or  two  hundred  and  seventy-four 
above  the  river.  At  distance  of  five  miles  from  this  summit,  we  arrive 
at  Sandy  creek,  in  a  vallev  about  two  miles  broad,  the  lowest  point  of 
which  is  one  hundred  feet  below  the  summit  mentioned  above.  This 
would  give  a  uniform  grade  of  thirty  feet  per  mile,  but  the  mile  adja- 
cent to^'the  creek  will  require  a  grade  of  about  thirty-five  feet  per 
mile;  a  similar  grade  will  be  requisite  in  ascending  the  opposite  inclina- 
tion of  the  valley  for  about  the  same  distance.  A  bridge  of  thirty  feet 
span  and  fourteen  feet  high  will  be  necessary  at  this  creek;  from  the 
valley  of  which,  we  find  a  very  even  surface,  though  gradually  ascending 
till  we  arrive  at  the  south  line  of  the  county,  where  the  elevation  is  two 
hundred  and  ninety-one  feet  above  the  Illinois  river. 

Five  or  six  small  culverts  will  be  necessary  to  pass  the  tributaries  of 
Sandy  creek,  suitable  stone  for  which  as  well  as  for  the  bridge  abut- 
ments can  be  obtained  along  that  stream  but  a  short  distance  from  the 
line.     Timber  suitable  for  the  superstructure  of  the  road  can  be  obtained 


233 

alono-  this  creek  also,  and  the  head  waters  of  the  Vermilion,  at  distances 
varymo-  from  two  to  six  miles.  It  should  be  remarked  that  this  tangent 
is  nearly  on  the  right  line  between  the  termination  of  the  canal  and  Bloo- 
mington,  and  probably  presents  as  few  obstacles  to  the  economical  con- 
struction of  a  railroad  as  any  other  of  the  same  extent  in  the  country. 

As  the  [leld  operations  are  but  just  completed,  I  am  unable  at  this  time 
to  present  all  the  necessary  plans,  estimates,  &c.,  that  are  required  on 
this  part  of  the  work;  these  are,  however,  in  progress,  and  will  be  trans- 
mitted in  due  time. 

Yours,  respectfully, 

T.  B.  RANSOM,  Engineer, 


234 


DOCUMENT 

Accompanying  the  Report  of  M.  K.  Alexander,  Commissioner,  tothe  Board  of  Public 

Works. 


Report  of  J,   W.  Hoyt^  Engineer  for  the  Eastern  Engineering  District. 

Paris,  Illinois,  June  1,   1838. 
To  the  Honorable  the  Board  of  Public  Works. 

Gentlemen:  Having  been  appointed  to  make  the  surveys  of  the  pro- 
posed railroads  in  the  eastern  engineering  district  of  the  State  of  Illi- 
nois, in  compliance  with  the  lavi^  to  establish  and  maintain  a  general  sys- 
tem of  internal  improvements,  and  having  attended  to  the  service  under 
the  direction  of  one  of  your  Board,  Milton  K.  Alexander,  Esq.,  acting 
Commissioner  for  the  fourth  judicial  circuit,  I  now  respectfully  present 
the  following  report  in  relation  thereto,  vi'ith  the  estimates,  plans  and 
profiles  of  the  routes  surveyed. 

Immediately  after  appointment,  I  reported  myself  to  the  acting  Com- 
missioner for  the  fourth  judicial  circuit,  and  received  instructions  to  pro- 
ceed to  the  city  ol  New  York,  to  procure  the  necessary  instruments,  and 
to  engage  the  requisite  assistants  for  the  surveys.  Af<er  complying  with 
these  instructions,  I  returned  to  Illinois  on  the  8th  of  June,  1837,  and 
immediately  organized  the  first  engineering  corps. 

Central  Branch  Railroad. 

With  the  first  corps  I  commenced  the  experimental  surveys  at  Terre 
Haute,  in  Indiana,  for  the  location  of  this  road,  and  contmued  them 
eighteen  and  one-half  miles  to  Paris,  Edgar  county,  Illinois,  the  last  town 
in  the  State  through  which  the  location  is  required  to  be  made;  but  as 
the  country  was  found  to  be  much  broken  and  covered  with  a  dense 
forest,  time  for  a  minute  examination  became  necessary;  and  it  was  not 
until  two  hundred  miles  of  experimental  lines  had  been  traced,  that  the 
approximate  location  was  obtained.  This  location  passes  the  eastern 
boundary  of  the  State  near  the  head  waters  of  Middleton's  creek,  about 
one  mile  north  of  a  direct  line  from  Terre  Haute  to  Paris,  and  continues 
nine  miles  straight,  over  a  very  level  and  heavy  timbered  country,  to 
Sugar  creek,  a  small  stream  that  runs  two  miles  east  of  Paris,  and  flows 
into  Wabash  river  three  miles  below  Terre  Haute.  From  this  creek  a 
deflection  of  about  fifty  degrees  to  the  left,  on  a  radius  of  three  thousand 
feet,  and  the  maximum  grade  of  forty  feet  to  the  mile,became  necessary 
to  ascend  the  elevated  table  land  on  which  the  town  of  Paris  is  situated; 
and  the  country  being  somewhat  undulating,  several  tressle  bridges  and 
heavy  embankments  will  be  required  for  the  graduation  of  the  road. 

The  next  point  being  Charleston,  in  Coles  county,  I  continued  the  ex- 
perimental surveys  from  Paris  to  that  town,  and,  finding  the  topography 
of  the  country  favorable,  located  the  approximate  line  from  the  proposed' 
depot,  situated  about  five  hundred  feet  north  of  the  court  house  at  Paris, 
direct  to  Charleston,  a  distance  of  twenty-seven  miles.  This  line  passes 
over  a  level  prairie,  requiring  but  little  grubbing  and  clearing,  and  light 
excavations  and  embankments  for  nineteen  miles,  to  a  point  four  and  one- 


235 

half  miles  east  of  Embarrass  river,  where  the  timber  commences,  and  the 
country  becomes  more  broken;  and  as  the  line  advances  towards  the 
river,  heavy  excavations  and  embankments  are  to  be  encountered;  and 
to  cross  it  a  bridge  of  two  hundred  and  twenty  feet  in  length  will  be  re- 
quired. After  passing  Embarrass  river,  the  country  still  continues  bro- 
ken, and  will  require  cutting  and  filling  from  five  to  forty  feet,  for  about 
one  mile,  where  the  grade  intersects  a  level  prairie  which  continues 
without  interruption  to  Charleston. 

She]byvillc,in  Shelby  county,  being  the  next  and  last  point  in  the 
eastern  district,  I  continued  the  experimental  surveys  from  Charleston  to 
that  town,  and  found  after  a  thorough  examination  of  the  country,  that 
it  was  advisable  to  run  by  a  reversed  curve,  northwesterly  from  Charles- 
ton, two  miles,  to  avoid  the  broken  ground  adjacent  to  Muddy  and 
Kickapoo  creeks;  after  passing  which,  the  line  was  continued  thirty 
and  one-half  miles  direct,  but  three  degrees  from  a  straight  course  to- 
wards Shelby ville,  to  Kaskaskia  river;  "and  as  the  river  passes  within 
three  thousand  feet,  and  is  one  hundred  and  twelve  feet  below  the  town, 
much  difficulty  was  found  in  selecting  a  favorable  crossing.  After  a  tho- 
rough examination  of  the  country  for  six  miles,  both  north  and  south  of 
Shelbyville,  it  was  found  advisable  to  pass  the  Kaskaskia  nearly  opposite 
to  the  town,  eighty-five  feet  above  low  water  mark;  and  by  a  deep  cut 
at  the  village  of  Shelbyville,  the  grades  of  the  Central  Branch  and  Cen- 
tral roads  are  brought  upon  the  same  horizontal  plane.  The  country 
between  Charleston  and  Shelbyville  over  which  the  line  is  located  is 
generally  a  level  prairie,  and  no  difficulties  are  to  be  encountered  in 
graduating  the  road,  with  the  exception  of  crossing  Kaskaskia  river 
and  the  adjoining  valley,  which  will  require  heavy  embankments  and  an 
expensive  bridge. 

V  MoRTHERN  Cross  Railroad. 

By  the  act  establishing  the  internal  improvements,  this  road  is  requir- 
ed to  be  located  in  the  eastern  district,  as  follows,  viz:  through  the  towns 
of  Decatur,  Macon  county,  Sydney,  Champaign  county,  Danville,  Ver- 
milion county,  and  to  the  east  line  of  the  State,  in  the  direction  of  Lafay- 
ette, in  Indiana. 

With  the  second  engineering  corps,  which  was  organized  on  the  1st  of 
July,  1837, 1  commenced  the  surveys  of  the  Northern  Cross  railroad  Ft 
Danville,  by  examining  the  topography  of  Big  Vermilion  river,  which 
it  was  found  necessary  to  pass,  and  selected  two  crossing  places  for  a 
minute  examination;  the  first  located  near  the  upper,  and  the  second 
near  the  lower  end  of  Danville.  Over  the  first  crossing  I  ran  two  lines, 
one  descending  with  the  maximum  grade  of  forty  feet  to  the  mile,  passed 
the  river  seventy-five  feet  above  low  water  mark,  and  continued  up  a 
very  broken  valley,for  about  five  thousand  feet,  to  the  level  prairie;  the 
other  passed  the  river  near  the  same  place,  eighty  feet  above  low  water 
mark,  and  immediately  ascended  to  the  surface  of  the  prairie.  Both  of 
these  lines  were  found  very  unfavorable,  requiring  heavy  embankments 
upon  the  Danville  side — the  one  a  sinuous  location  up  the  valley  before 
mentioned,  the  other  a  very  heavy  cut  on  the  opposite  side  of  the  river. 
The  survey  of  the  lower    crossing  was  commenced   in  and   continued 


down  Hazle  street,in  Danville,  nearly  to  the  river,  and  passin,^  seventy-five 
feet  above  low  water  mark,  was  continued  up  a  deep  valley  requiring 
but  little  cutting  and  filling,  and  over  a  level  prairie  for  three  thousand 
feet,  where  the  ascending  grade  of  forty  feet  to  the  mil^  intersected  the 
surface  of  the  ground.  As  the  graduations  upon  this  line  were  found  to 
be  much  less,  and  no  other  expenses  to  exceed  the  upper  crossings,  it  was 
adopted  as  the  most  favorable  location  of  the  road. 

After  passing  the  Big  Vermilion,  the  surveys  were  continued  on  a 
direct  course  to  Sydney;  but  as  the  country  proved  very  broken,  the 
line  was  deflected  to  the  left,  and  run  over  a  level  praine  to  Butler  s 
point,  situated  near  Danville  and  Sydney  road,  about  six  miles  trom 
Danville  village.  At  Butler's  the  line  had  passed  the  broken  ground 
that  prevented  a  direct  location  from  the  crossing  of  Vermilion  river,  and 
as  there  was  no  obstruction  it  was  continued  direct,  seventeen  and  one- 
half  miles  over  a  very  level  prairie,  to  Sydney. 

From  Sydney  two  experimental  lines  were  traced  to  Decatur;  and 
finding  the  country  favorable,  the  approximate  location  was  made  direct 
between  these  two  towns,  a  distance  of  forty-eight  miles.  This  line  for 
much  of  the  distance  passes  over  a  dry  prairie  requiring  but  httle  gra- 
duation, with  the  exception  of  crossing  Sangamon  river,  four  and  one- 
half  miles  cast  of  Decat  !r,  where  a  bridge  of  two  hundred  feet  in  length 

will  he  necessary.  .      ,       ,.       x-  rr    r 

From  Danville  to  the  east  line  of  the  State,  in  the  direction  ot  i-^iay- 
ette,  in  Indiana.  I  traced  an  experimental  line,  and  continued  it  to  Wil- 
liamsport,  a  town  situated  on  Wabash  river,  near  a  direct  course  be- 
tween Danville  and  Lafayette.  After  obtaining  a  thorough  knowledge 
of  the  topography  of  Williamsport  and  the  adjacent  country,  the  ap- 
proximate focation  was  commenced  at  Danville,  and  continues  nine 
milesstraightto  the  east  line  of  the  State,  as  near  a  direct  course  to- 
wards Lafayette  as  it  was  practicable  to  build  the  road.  This  location 
is  generally  over  a  level  prairie,  presenting  but  little  obstruction  to 
buildin<r  the  road,  with  the  exception  of  crossing  Stoney  creek  and  the 
adjacent  valley,  which  require  only  a  large  stone  culvert  and  an  em- 
bankment of  about  twenty  feet  in  height  and  eighteen  hundred  m 
Jength. 

Central  Railkoad. 

The  towns  designated  in  the  eastern  district  by  the  act  establishing 
the  internal  improvements,  through  which  this  road  is  required  to  be 
located,  being  Decatur,  Macon  county,  Shelbyville,  Shelby  county,  and 
VandaUa,  Fayette  county,  I  commenced  the  surveys  at  Decatur,  and 
ran  an  experimental  line  direct  to  Shelbyville;  but  as  the  ground  con- 
tiguous to  the  crossing  of  Sangamon  river,  about  one  mile  south  of  De-|: 
catur,  was  found  much  broken,  it  became  necessary  to  examine  minute- 
ly the  topography  of  the  river,  to  obtain,  if  practicable,  a  more  favora- 
ble crossing.  This  examination  resulted  in  selecting  the  place  for  pas- 
sing the  river  about  one  thousand  feet  west  of  a  straight  Une  from  De- 
catur to  Shelbyville,  and  the  approximate  location  was  made  direct 
ffom  Decatur  one  mile  to  this  crossing;  and,  passing  the  riverfifty-five  feet 


237 

above  its  \¥aters,  was  continued  on  the  same  course  four  miles,  where  a 
deflection  of  twenty-four  degrees  to  the  left  became  necess^iry.  From 
this  deflection  the  line  continues  stiaight  twenty-six  and  one  iialf  miles 
to  Shelbyviile,  from  which  the  first  experimental  line  to  Vandalia  was 
run  direct;  but  as  it  crossed  Kaskaskia  river  several  times,  and  continu- 
ed much  of  the  distance  on  its  blaft^?,  it  was  found  wholly  impracticable ; 
and  a  second  line  was  traced  from  Vandalia  northerly,  to  secure,  if  pos- 
sible, distance  sufficienion  the  west  side  ot  Kaskaskia  river  to  enable  a 
direct  location  to  be  made  for  the  remainder  of  the  distance;  but  the 
broken  ground  contiguous  to  Ramsay's  and  Beck"s,  Cold  Spring  and 
Robinson's  creeks,  prevented;  and  it  was  not  until  several  lines  had 
been  traced,  and  a  thorough  laiowlcdge  of  the  country  obtained,  that 
the  appi-oximate  location  was  completed.  This  location  passes  from 
the  village  of  Shelby  ville  thirty-two  degrees  to  the  right  of  a  direct  line 
to  Vandalia  for  three  and  one-half  miles  to  ilobinson's  creek,  wiiere  a 
deflection  of  thirty-three  degrees  to  the  left  was  made,  and  the  line  con- 
tinued on  a  tangent  live  miles,  v/herc  a  deflection  of  three  degrees  to  the 
.right  became  necessary;  and  from  this  curve  the  line  was  continued  di- 
rect, passing  Beck's  and  Ramsay's  creeks  about  six  miles  from  Kaskas- 
kia river,  to  a  point  about  four  miles  northwest  of  Vandalia,  where  an- 
other defleeUioa  to  the  left  was  made;  and  from  tliis  curve  the  line  was 
located  straight  to  Vandalia. 

The  country  between  Decatur  and  Shelbyville,  over  which  the  line 
is  located,  is,  in  general,  a  level  wet  prairie;  and  to  protect  the  railway 
from  water,  the  grade  for  much  of  the  distance  will  be  from  two  to  five 
teet  above  its  surface.  No  other  impediments  are  presented  to  building 
the  road,  with  the  exception  of  crossing  Sangamon  river  and  valley  ad- 
joining it,  which  will  require  heavy  embankments  and  a  bridge  of  about 
two  hundred  feet  in  length.  From  Shelbyville  to  Vandalia,  the  country 
is  broken  by  tlie  valleys  of?Robinson's,  Cold  Spring,  Beck's,  and  Ram- 
say's creeks,  allof  which  it  will  be  necessary  to  pass;  and  the  gradua- 
tions of  the  road  in  many  places  must  be  made  by  deep  cuttings  and 
fillings,  inst*^ad  of  liglit  embankments  of  borrowed  earth  taken  from  side 
ditches,  which,  from  thelevelncss  of  the  country,  is  more  often  required. 

For  more  details  respecting  the  locations  ot  the  roads,  I  refer  the 
honorable  Board  to  the  annexed  tables  and  the  accompanying  plans 
and  proliies  of  the  routes  surveyed. 

CoNSTRUCTIOiN. 

The  first  object  claiming  attention  in  the  construction  of  a  railroad,  is 
the  graduation  or  reduction  to  a  series  of  planes,  of  certain  inclinations 
and  widths,  the  country  over  which  the  line  is  located. 

The  planc-^  of  the  roads  in  the  eastern  district  are  to  be  formed  from 
fourteen  to  fifteen  feet  in  width,  and  to  have  any  inclinations  not  exceed- 
ing the  rate  of  forty  feet  to  the  mile.  The  ground  thus  graduated  will 
admit  of  a  single  railway  to  be  laid  upon  it,  formed  for  both  horse  and 
locomotive  power.  The  method  proposed  to  obtain  these  planes,  is  by 
bridging  over  the  rivers  and  deep  valleys,  and  constructing  culverts  of 
wood  or  stone  over  small  streams;  and  by  excavating  the  ground  above, 
and,  with  the  material  excavated^  embanking  the  valleys  and  ground  be- 


236 

low  the  o-rade  lines.  Where  the  excavations  exceed  the  embankments, 
the  surptus  is  to  be  thrown  out  upon  the  sides  of  the  cuts,  or  wasted  in 
spoil-banks  in  the  most  convenient  places-,  but  where  the  embankments 
exceed  the  excavations,  the  excess  is  to  be  supplied  by  earth  taken  from 
side  ditches,  excavated  parallel  with  the  outside  slopes  of  the  embank- 
ments, the  inclinations  of  the  sides  of  the  embankments  varying  trom 
forty  to  sixty  degrees,  and  the  sides  of  the  excavations  to  be  according 
to  the  material  excavated,  and  will  incline  from  thirty  to  eighty  degrees. 

The  surface  of  the  ground,  previous  to  receivingthe  embankments,  is 
to  be  cleared  from  all  vegetable  matter;  and  where  trees  and  saplings 
are  found  on  all  cuts,  and  where  the  embankments  are  less  than  four 
lectin  height,  they  are  to  be  grubbed,  together  with  the  roots  above  the 
surface  of^the  ground;  but  where  the  embankments  exceed  four  feet  in 
heif^ht,  the  tree*,  bushes,  &c.,  are  to  be  cut  close  to  the  surface  of  the 
o-round  and  removed,  with  all  other  vegetable  matter,  to  a  distance  of  at 
h^ast  forty  feet  from  the  centre  of  the  road.  All  trees,  bushes,  &c.,  that 
occur  outside  of  the  cuts  and  embankments,  and  within  forty  feet  ot  the 
centre  line  of  the  road,  are  to  be  cut  within  one  foot  of  the  ground  and 
removed,  together  with  all  logs,  stumps,  &c. 

The  bridges  over  large  streams  to  be  built  of  wood  upon  Long's  plan; 
the  dimensions  of  the  timber,  number  of  stringers,  braces,  &c.,  to  con- 
ibrm  to  the  spans  as  given  in  a  work  entitled  "  A  description  of  Col. 
Lonw's  bridges,  together  with  a  series  of  directions  to  bridge  builders;'' 
AvitiUhe  exception  of  having  four  stringers,  tive  braces,  &,c.,  tor  the  mid- 
dle truss  work  where  the  spans  exceed  one  hundred  and  seventy-eight 
feet;  to  be  built  of  suitable  sawed  timber,  procured  nearest  to  the  loca- 
tion', free  from  knots,  shakes  and  splits;  and,  after  completion,  well  paint- 
ed without  planing,  and  supported  by  double  bolster  frames,  resting 
upon  woodea  tressles:  these  trcssles  supported  by  dry  masonry  laid  in 
re^^ular  courses,  with  the  beds  of  the  stone  well  hammer-dressed.  Ihe 
raflway  to  be  upon  the  top  of  the  middle  stringers,  and  where  a  com- 
mon roadway  is  required,  the  lower  stringers  are  to  be  planked,  and  the 
road  brou'Thtto  them  by  embankments  or  trcssle  work,  so  as  to  admit  the 
passacre  of  all  teams,  &c.,  under  the  railway,  and  thereby  avoiding  the 
danger  tiiey  would  be  subjected  to,  were  they  to  pass  upon  the  same 
level  with  the  engine  and  cars. 

Bridcres  of  the  above  description,  with  the  exception  ot  the  common 
roadway,  of  spans  from  one  hundred  and  (ifty  to  two  hundred  and  ioi'ty 
feet,  will  be  required  on  the  Central  Branch  railroad,  for  passing  Em- 
barrass river  near  Charleston,  and  Kaskaskia  river  at  Shelbyvillc,  (see 
plate  7,)  and  on  the  Northern  Cross  railroad,  with  the  common  roadway, 
for  crossing  Big  Vermilion  river  near  Danville;  and  without  the  common 
roadway,  1br  passing  Sangamon  river  near  Decatur,  (see  plate  8;)  and 
also  on  the  Central  railroad,  for  passing  the  Sangamon  one  mile  south  of 

Decatur.  .       ,      ,  .  .  1  .     ^  t. 

To  pass  deep  valleys  where  the  cost  of  embanking  would  be  too  great, 
'  tressle  bridges  built  of  sound  white,  burr,  or  post-oak,  from  the  simple 
post  and  stringer  to  those  formed  by  a  combination  of  corbies,  struts, 
and  straining-beams  will  be  required  (see  plates  10  and  U)  on  the  Cen- 
tralBranch  railroad;  those  of  about  fifty  feet  span  will  be  necessary 
to  pass  Lane's  branch  and  Sugar  creek,  near  Paris;  and  to  connect  the 


2^ 


embankments  with  the  bridge  overKaskaskia  river,  and  on  the  Northern 
Cross  railroad,  to  connect  the  ends  of  the  bridges  over  Sangamon  anJ 
Big  Vermihon  rivers  with  the  embankments;  and  on  the  Ce.it?al  raih'oad 

o  pass  Beck's  creek,  between  Shelbyville  and  Vandaiia,  and  to  connect 
the  embankments  with  the  bridge  over  Sangamon  river,  ^ear  Decatur 

To  pass  creeks  where  the  embankments  are  more  than  ten  feet 
m  height,  arched  or  box  culverts,  built  of  dry  rubble  masonry,  wilbe  ne 
cessaiy;  and  for  the  passing  of  streams  where  the  embankments  are  le^s 

han  ten  feet  in  height,  and  where  sluices  are  necessary  to  prevent  wate? 
from  accumulating  in  basins  and  overflowing  the  road,  wo^od  Jn  cu  vert^ 
are  to  be  built,  brought  to  the  grade,  and  so  iormed  that  stone  can  be  sub- 
stituted  in  their  places,  after  the  completion  of  the  giv^duation  without 
interrupting  the  transportation  on  the  track.  ^     ""'^"on,  without 

The  Superstructure. 
.eive^h  .'!''r''"'^''''*'r^''!''  graduations,  the  roads  are  prepared  to  re- 

I  propose  the  following  to  be  adopted  on  the  roads  undermrchar^e  ' 
J'::  mu'd  fl  s''/""  the  superstructure  by  a  combinaZt^^s'ting- 
pieces,  mud-.zlls,  sleepers,  keys,  and  the    iron  necessary  for  the  track 

.ween  the  notches  to  be  cut  out  circu^aJlZtr.iZ  t.  tT'l^^ 


=..  ....  „otc„es  lo  be  cutout  circular,  to  adapt  them  to  a  hor  e  oath- 


240 

mmrnmm 
msmmsm 

Sac  alsa  to  be  chamfered  sufficiently  to  carry  "^  •'!  "[^  f.' '   ^^^,1  „, 

dent  width  trcarry  off  all  water  that  would  otherwse  accumulate  be- 
tween  them. 


Estimates. 


The  annexed  table,  exhibit  the  grades  and  hori^ntal  cnrvatures 
and  theest,n,ated  cost  ofcuustruclmg  the  railroad  "^  '\=  f  ^^^^^^it,'! 
triot  viz-  the  Ceu'ral  Branch  from  the  cast  line  of  the  btate  to  sncioy 
'"it  the  Nortl^ern  Cross  from  the  east  line  of  the  State  to  Decatur;  and 

estimates  for  the  graduation.  Tables  No  b,  15  and  23,  «^  Jl^^^* /'^^  ^j^ 
mates  for  the  superstructures.  And  tables  No  -,  o,  16,  17,  24  and  2D, 
exhibit  a  recapitulation  and  summary  of  the  whole. 


241 

CENTRAL  BRANCH   RAILROAD. 
Table  No.   1. 


in  exhibit  of  the  Grades  and  Horizontal  Curvatures,  from  the   east  li7\e  of  the 
,  '  State  to  Shelbyville. 


£ 

^  rt 

2 

L 

-d 

rt  ^ 

ha 

§ 

Soo 

'S 

=« 

i 

i 

Sfi 

o    . 

^  ~" 

o 

■3 

^1 

"o  ■'"'    a. 

"o  ^ 

-F 

Remarks. 

.1  ~,'^ 

s^ 

o| 

•^ 

c_ 

^ 

5  's  t 

S 

O 

O 

^ 

s 

■"3 

6 

o   o   r 

3 

a 

^ 

J 

^   ^^ 

Is 

^ 

<A 

1 

5,400 

5.400 

At  tho  State  line. 

2 

5,200 

27.4 

5;200 

3 

4,600 

3.4 

4,  COO 

4 

4,400 

14.0 

4,400 

5 

4,000 

_ 

4,000 

6 

6,400 

13.0 

6,400 

7 

3,200 

_ 

3,200 

8 

4,000 

18.5 

4,000 

9 

3,-200 

9.9 

3,200 

10 

1,900 

33.4 

1.900 

11 

3.200 

3;200 

_ 

_ 

At  Lane's  branch. 

12 

2^400 

30.8 

.300 

2,100 

3,000 

13 

1,200 

1,200 

- 

At  Sugar  creek. 

14 

3,600 

36.7 

3,600 

15 

4,800 

15.3 

4,800 

- 

_ 

Near  Paris  depot. 

16 

3,200 

40.0 

3,200 

17 

2,800 

_ 

2,800 

18 

4,800 

11.0 

4,800 

19 

3,600 

_ 

3,600 

20 

2,80u 

7.6 

2,800 

21 

3,600 

_ 

3,600 

22 

2,800 

7.6 

2,800 

23 

2,000 

23.5 

2,000 

24 

2,800 

_ 

2,800 

25 

3,200 

23.1 

3,200 

26 

2,400 

29.0 

2,100 

27 

4,400 

2.0 

■  4,400 

_ 

_ 

Over  a  dry  prairie,  between 

Paris 

28 

5,500 

2.5 

5,500 

and  Charleston. 

29 

6,385 

9.2 

6,885 

30 

8,440 

12.0 

8,440 

31 

3,700 

23.7 

3.700 

32 

5,550 

4.3 

5;550 

, 

33 

7.150 

7.0 

7,450 

34 

12;765 

11.0 

12,765 

35 

6,145 

5,5 

6,145 

36 

9,900 

9.0 

9,900 

37 

3,855 

10.0 

3,855 

38 

9,500 

16.8 

9,500 

16 


242 

CENTRAL  BRANCH  RAILROAD— Continued. 

Table  No.  1 — Continued. 


^ 

0!      1 

^ 

Tj 

.5 

Qi    G 

> 

i 

■"3 

1 

o 

OS 

6 

l! 

'o 

'o 

s 

w 

*"  s 

J.J    uj 

■St  aJ 

S 

ii 

-aj 

S.9 

i-S 

D 

Remarks. 

o 

be 

a"" 

111 

o 

a 

t-, 

a 

1 
O 

i 

1^ 

§^-5 

p 
^ 

39 

3,400 

40.0 

3,400 

To  Emhan-ass  river. 

40 

400 

400 

— 

Passes  Embarrass  river. 

41 

2,800 

40.0 

2,800 

- 

From   Embarrass  river. 

42 

6,905 

19.0 

6,905 

4.3 

4,000 

10.0 

4,000 

44 

4,200 

12.0 

1,600 

2,600 

4,000 

To  Charleston  village. 

45 

8,5.33 

11.0 

5,333 

3,200 

4,500 

46 

4,605 

15.8 

4,605 

- 

- 

Passes  Mnddy  creek. 

47 

4,150 

15.7 

4,150 

48 

4,915 

20.6 

4,915 

- 

- 

Passes  Kickapoo  creek. 

49 

3,220 

7,4 

3,220 

50 

6,315 

18.0 

6,315 

w  'S 

51 

7,noo 

9.0 

7,000 

52 

8,500 

11.0 

8,500 

53 

8,240 

18.6 

8,240 

54 

6,715 

8.4 

6,715 

55 

7,435 

6.6 

7,435 

56 

5,320 

8.7 

5,.320 

57 

7.310 

30.0 

7,310 

58 

4;315 

10.6 

4,315 

59 

9,763 

_ 

2,760 

_ 

_ 

On  the  summit. 

60 

10,380 

5.3 

10,380 

61 

10,285 

13.5 

10,285 

62 

8,000 

8.0 

8,000 

63 

8,880 

4.0 

8,880 

64 

16,190 

9.3 

16,190 

65 

13,345 

5.6 

13,345 

66 

11,090 

15.0 

11,090 

67 

8,545 

33.0 

4,900 

3,645 

5,800 

Descends  to  Kaskaskia  river. 

68 

1,000 

1,000 

_ 

_ 

Passes  Kaskaskia  river. 

69 

2,090 

40.0 

2,090 

- 

- 

Ascends  to  Shelbyvillc. 

243 


l-^l 


1^"  ci 


•.<iUU[05Tp 

puB  .oUT.ppos — s'aup'ung 


junoray 


O  LO  O  O  O  O  i« 


'  O  00  lO  c  o 


ooi-^C(COt-C5r~a300CDt^ 


3)LMo  ui  "po.i  .lad  a3t.ij 


•SuT.U;9[0  puB 

Siuqqn.iS  JO  spo.ijo  -Oj^j 


lunoiny 


-^  ih  CO  m  c^ 


o  o  m  ifl  m  LI  o  Lo 


•qoiia  -loj  aoMJ  |  ^t^ 


i-O  lO  lO  lO  lTS  lO  lO  1-1     ,   IC  UO  in  lO  lO  irt  LT  lO 


lOAjno  aapooAijo -o^  | 


cc  C^?  fM  f-j  Tt<  — '  f-^  ' 


•junouiy 


•;ooj  .lad  oouj 


■Sar.Spi.Tqjo  jaaj  [uauiq; 


•junomy 


•sjuao  ux'p.iT{XjacI  aouj 


•qi.n30  pa 
-Aicuoq  JO  sp.uiA"  oiqtiQ 


o  o  o  o  o 


O  O  C)  C-1  o 
00  t^  t^O  <^^—'^ 


.  C3  53  e;  C3  c:> 

'    -^  ^  lO  C2  CO 


iO>l-a5CO         OJt^OOMr-^O'*!:^ 


I  ,-1  r-i  (?)  .-^ 


to^o^cocorococoo    ,o!'M>-i'— i-^'LOwro 


O  00  C->  00  r-^  -^<  CO  C-7  Ol     I   CO  O  C^  C-J  CO  c  c-  -^ 


■^  cr. 


•sjuaa ux 'po^j^jiadaou j;  | 


•s5[ui3q-[T:odtJ 
ai  pajsiiiW  sp.iTjA    oiqn^ 


•mnotny 


sjuao  ui'piTjX.iod  30X.IJ 


•sjuatu 
-3[UBqui3  ojui  jnJ  uojj 
-•CAXioxa  JO  spj-ci!  ^jqiiQ 


:  -jaaj   ui 

J'  'saotjoas  aqj  jo  qjSuQ'j 


oo 
o  o 


)  ^  t^  '^!  O  'J3  -^  O  to 


i_'3  0>ccmiOirtiAiiococ»?o«£)cr30:>OTt<( 


o^ooootc-^cjou^ 


•saoajoas  3i()  jo  aaqran^  | 


COOOOOOOOOOOOO=iOOO 
OOOOOC'OOOOOOOOOOOO 
lO  C)  O'  ?JP  TJi  «3  ^  C£5  -^  w  o  c  -^  O'  =:_  ff.^tJ^  «?. 


rirT'-o  lO  LO  -^ 


iifjict^ooirjO'— <c>  coTi" "/}  to  r^  00 


244 


5    3 

^1 

cc^iro'>''Qoooi.o-^eo?^toTj«to-^oo3      , 
c  0  c>f  0  CO  c^:  CO  03  'TJ  --  a  O!  I-  ^  00  0  C!       ] 

CO  01  c^  05  t^  t-  c^  co'co  -*  0:  X  — <  '.0  0  -*  Tjf 
OCT!Oj^r-ooio^'^t-o  —  C5r-t~-t-t- 

0  to  t-  O^O^  -*,^^l^^30  X^O^.TO^QC^Tf_Oi_^-^ 

-jr_r^'"(j"Qj~^"co'~.-rc:-."orco  co'rjTf^  ^rr,r-,r 

if^                                                                   00  C-) 

•SuT.qo:iTp 
79  guippos— idupung 

*              1 

•junouiy 

$646  80 
387  75 
88J  35 
808  50 
808  50 
970  20 
294  00 

97  35 

•po.,.wd  oopji-g ---i^^li^^  .;^    1 

■SuUBaio  puu  Siuq 
-qn.iisjo  spo.i  jo    -o^j 

- 

- 

- 

- 
1,176 

705 
l,Gi7 
1,470 
1,470 
1,764 

588 

- 

177 

•juuoray 

SScoSoSSooSoS          00      1 

•  l|013<^  .1 OJ  30T..I  J  1  ^0  ^to  S  S  S  S  -0.5=  0  5  ?i  7^  to    '     •  ^  .^  ., _ 

r^UA.no  uapooAvjo  -0^1       c.  .,  ^  ^  c  c.  c,  ^  .»  ^  ^  -  ^   .    .  ^  - 

•junomy 

§  ,  ,  , 

•3oo[  .'.ad  aouj  |        ,,,,.,..^1.1      | 

■iui.opuqjo  ladj  [uauT'j  |        ,    ,    ,    ,    ,    1    ■    1    1    1    1    1    1  ■-^    r    1    i       1 

•junouiy 

¥'B"  i 

•lio.iad  .lad  aouj  |  ^jr,  ...•"•    • j 

•X.iuos«rajo  soqo.iaj 

SI .^%.  .    1 

•iunouiy 

1,040  00 

1,266  59 

1,470  43 

696  28 

754  26 
1,730  52 
903  63 
2,482  32 
403  08 
686  27 
299  76 
477  24 

8,144  64 

3,7e'2  22 

•  n.n.  A-7ocr9ot.i.T  l42-22f2.-----2£!£i''i^'2      | 

•qi.tBa  paAio.i 
-.loq  jo'  sp.iuA"   oT.qno 

8,000 
9,743 
11,311 
5,356 

5,802 
14,421 
6,951 
20,686 
3,359 
5,279 
2,498 
3,977 

45,248 

26,873 

■junoiny 

0                            00 
^  ■    •    ■  S S  '  ^  ■    '    ' 

•p-icA  .i9d  aouj  1  -g   1    1    1  5?    .    1    .    >    >    •    ■  'JL'   1  J?"    '    •    •       1 

■S3pjr!q-[ioda 
nt  paiBBAi  ep.ui  A'oiqng 

'■'  ^-  ■''■'''  cr;  '  c-r  "'  ' 

•junoray 

$2,743  00 

106  4f 

109  80 

922  74 

2,707  38 

383  04 

1,308  78 

190  32 

597  12 

2,003  30 

1,064  21 

1,750  00 

3,546  00 

34.224  9G 

7,782  2! 

3,124  00 

244  72 

•p.iT>A-  .^d  OOT..VT  1  ^  ^1  ^  g  S  S  S  ?;  ^  ?^  5f,  ?^  S  ?;  0^  c5  S^  S^      1 

■smauj^iutiq 
-uia  05UT  uid  uoin^A 
-■coxajo'sp.t-njC   ojqno 

1            (— 1  '^'  0-.  Cr   CO  to  CI   -1  OL'  LT   r~  Cr   L-  TM  — .  i_    -TT 

LOco-^-^  —  cn-^coooo-'or-co  —  oto 
1-0  irt  UO  ic  ^^irt  :r_i-  ^^f-.,'-^=V'^.-'^:.'^;- ^.=v 

0"                 fOcTr-To           C>   C-  -^  t-  ^  ^'  'X'  TJ-  r- 
,_i                          -^                                                         r—   ■>!  CO  — 

uaai  lit 

OO  OOMOOOOOCOOOOOcr^ 
OltOtOuOtOtOtOvCtOtOuOlOlCtClCtOTf 

•suoijoos  arqi  jo  -o^ 

1"  2§o5SS^5i^^S5??S^SSjr5  5?tS. 

245 


•junoiiit]  [lijojj 


r/-'  in  iC  '^  o  iri  — '  Cl 
CO  .X)  —  o  ^  C-!  5-  o  i 


•SuTqojip  pin; 
Suippos — soi.ipuiig 


•lunouiy 


•po.i 


■qiuSjo  fepcijo  -ox 


00  to  05 
C2  1-C-' 


•junouiy 

c:  c  cr  s  -  ~  -: 
1  1.-,  ..o  o  in  i-':  L-  o 

-  ■ 

•qovio.ioj  aoT-ij 

a* 

■  g§  .  . 

.rs.;2Sg?:fSs 

'  o 

•si.iaA[iio 

,^--  .  . 

,--.c.-.-^c, 

■junouiy 

■iooj  .lad    aoy.ij 

4"'-  • 

•  • 

•Spuq  JO  3a3j  {Bonrj 


•tjo.i.--)d  .i.ici  oou^  I 


■Ajuosbtiijo  saip.iaj         § 


OD— 1        C:  OO' 


t^  O  00  CO  (^  00  CO  o 


^  -*  c^''  -X)  m  cc  GO  CO  o  Cl  -^  ( 
n  -*  r^  '.o  ^  CO  00  ^0  r^  00  !^  - 
o  in  CO  c^  OT  00  ^  in  ro  ci  ic  i 


■p.iBA'.iad  aouj 

■a 

^Z!  ■2122'^"^''^^'^"^'"'^^" 

•qi.IC3     p3AV0.t 

-joq  JO  sp.iu,f  oiqnQ 

7,506 
6,151 

5,008 
3,89  2 
5,776 
2,237 
2,048 
6,972 
9,145 
4,47  2 
2,756 
7,560 
12,110 
5,343 
2,780 

•lunomy 

^                   s    :::   s 

•6S                                              "^        '•'""'        '^' 

i.iuA  .lad  ?9i..tj  I 


•3;jpti3q-{]:ods  ui 
patsijAisp.LBA"  otqnQ 


•lutiot.ay 


00         CO         Cl 

2    I  ^'    I  00 

O         (T:.         C? 


I  CO  C?  O  — ■  i 


S;  3'  ^  ^  2:  '^  "*  "*  "^  °o  m-cj  in  in  '^j  Lc 


•p.LcA"  -rod  aoT.i^  | 
■sjuomnuBqruo 

OUIl    ind     UOTlBAliO 

-xa  JO  spjGA  OTqnf) 


•jaaj  UT  'suoij 
-093  aqj  JO  q:Suaq 


cc  CO  T-  in  irT-cjTio'Ln't-^  li^ 


Q  o  o 
1-T  in  c  o 


•3UOfJ06K3  OT^I  JO  'OJsT 


246 


-t<  c;  ~'  -1<  =-=  o  CO  o  CO  o  —i  "■:;  oi  -rf 

OI  O  C!  JO  O  ■:>;  O  -:J<  o  O  —1  ■—  n>!  c; 

c^ 

•junouiB  [moj, 

Csi  CO  -:;-  't  'P  O  XI  C^  00  -rt(  !--  >.0  (TO  CC 

K  3  CO  ?  ?  r*  r^j  '^  '.'^  -"■■  ?J  5  ?>  >>3 

3 

CD 

•07^  'iuiqoji[) 

o§s§Sss;2^§S5 

O 

•^ 

Sucp[30s — S3i:.ipuu:j 

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2 

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40,042 
43,028 
36,430 
38,668 

•junoaiy 

Ol  t-  liO  CO 

qoBOJojaouj 

1 

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20  021 
21,514 
18,210 
19,.334 

■junorny 

P|o^S 

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237.750 
255,486 
216,250 
229,595 

•junomy 

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190,200 
204,390 
173,000 
18.3,676 

■jaaj 
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95,100 
102,195 
86,500 
91,838 

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248 


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249 

Summary  of  estimates  of  the  Central  Branch  Railroad, 

7'able   No.  8. 


Of  the  graduation  .  -  -  - 

Of  the  superstructure,  including  the  gravelling 
of  the  railway  .  .  .  _ 

Three  depots,  viz:  at  Paris,  Charleston,  and 
Shelbyville        -  - 

Land,  damage,  and  depot  ground 

Engineering  and  contingencies  connected  there- 
with     ..-.-- 

Total  estimate  of  the  Central "jBranch  Railroad, 
from  the  east  line  of  the  State  to  Shelbyville 


$4,992  96  per  mile. 
5,019  20  per  mile. 


$355,212  84 

357,079  34 

24,000  00 
7,100  00 

10,000  00 


753,392  18  =  10,589  86  per  mile. 


NORTHERN  CROSS  RAILROAD. 
Table   No.  9. 

An  exhibit  of  the  Grades  and  Horizontal  Curvatures,  from,  the  east  line  of  the 
State  to  Decatur. 


i 

I 

t 

1 

3 

-J 

'o'a'l 

m 

O 

3 

c3 

2 

o 

k. 

O 

^ 

O    '""C 

0) 

J= 

Remarks. 

-c 

o  „• 

■^  m  a 

^  s 

rt^  ^ 

^     • 

. 

o 

o 

d 

.... 

o   g 

rt 

^ 

c 

Iz; 

|S5 

P^ 

1 

8,500 

33.9 

8,500 

_ 

_ 

At  the  State  line. 

2 

7,125 

1.5 

7,125 

3 

6,425 

26.3 

6,425 

4 

4,125 

10.5 

4,125 

5 

6,800 

.3.8 

6,800 

6 

12,075 

40.0 

12,075 

_ 

_ 

Passes  Stoney  creek. 

7 

3,550 

- 

2,550 

1,000 

3,000 

To  Danville  depot. 

8 

2,;)02 

29.0 

1,00  2 

1,000 

3,000 

To  Vermilion  river. 

9 

600 

- 

600 

_ 

_ 

Passes  the  Vermilion  river. 

10 

5,900 

40.0 

5,900 

_ 

- 

Through  a  deep  cut. 

11 

^2,800 

24.0 

2,800, 

12 

1,600 

_ 

1,600 

13 

'     1,200 

34.0 

1,200 

14 

1,400 

35.0 

1,400 

15 

1,200 

. 

1,200 

16 

1,000 

37.0 

1,000 

- 

- 

Over  a  dry  prairie. 

17 

1,630 

32.0 

1,600 

s 

18 

2,800 

_ 

,  2,800 

19 

1, 200 

34.0 

1,200 

20 

l,-200 

39.0 

1,200 

21 

4,800 

4.0 

4,800 

22 

5,200 

10.0 

1,200 

4,000 

9,000 

To  Butler's  point. 

23 

8,200 

5.2 

8,200 

24 

6,200 

10.2 

6,200 

25 

23,000 

- 

23,000 

\ 

26 

8,600 

7.4 

8,600 

' 

■ 

27 

4,600 

4,600 

^ 

- 

Over  a  dry  prairie. 

28 

6,700 

14.0 

6,700 

^ 

17 


250 

; 

NORTHERN  CROSS  RAILROAD— Continued. 
Table  No.    9 — Continued. 


^ 

Ti 

ight 
rved 

es. 

cS 

-2;  a; 

p               5         ■        > 

-o 

& 

^'s^ 

^              «         1 

5 

bo 

<B 

o 

'o 

o 

03 

C 

O       t3 

(D 

- 

^ 

Remarks. 

^ 

o  ^ 

'■^  s  ^ 

a 

M 

!^_ 

O 

6 

III 

6  ^ 

o 

^ 

^ 

o 

^ 

^ 

W 

^    29 

7,875 

10.4 

7,875 

\ 

30 
31 

5,075 
6,750 

3.1 

5,075 
6,750 

1 

- 

Over  a  drv  prairie. 

32 

15,950 

2.1 

15,950 

33 

9,655 

9.3 

7,655 

2,000 

20,000 

Passes  Sydney. 

34 

7,400 

- 

7,400 

^ 

35 

5,750 

23.8 

.5,750 

36 

.3,325 

. 

3,325 

37 

5,300 

39.8 

5,300 

38 

6,300 

33.5 

6..300 

39 

5,500 

3.9 

5,500 

'40 

3,850 

23.5 

3,850 

41 

8,050 

22.9 

8,050 

42 

4,450 

24.9 

4,450 

43 

5,650 

6.5 

5,650 

44 

10,200 

22.7 

10,205 

45 

5,500 

9.6 

5,500 

46 

8,150 

15.5 

8,150 

47 

6,150 

18.8 

6,150 

_ 

- 

Over  a   dry  prairie. 

48 

3,350 

5.2 

3,.350 

49 

8,900 

5.9 

8,900 

50 

24,200 

3.9 

24,200 

51 

10,250 

4.1 

10,250 

52 

28,000 

6.7 

28,000 

53 

4,450 

9.5 

4,450 

54 

5,650 

- 

4,650 

55 

5,600 

9.0 

5,600 

56 

11,700 

7.2 

11,700 

57 

4,250 

. 

4,250 

58 

7,800 

39.3 

7,800 

59 

17,275 

6.7 

17,275 

60 

9,350 

9.1 

9,350 

61 

5,650 

40.0 

5,650 

_ 

_ 

Descends  to  Sangamon  river. 

62 

600 

. 

600 

_ 

_ 

Passes  Sangamon  river. 

63 

3,850 

37.1 

3,850 

_ 

_ 

Ascends  from  Sangamon  river. 

64 

4,200 

25.1 

4,200 

65 

4,900 

21.5 

4,900 

66 

4,500 

24.6 

4,500 

67 

4,000 

29.0 

'    4,000 

- 

- 

To  Decatur  village. 

251 


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T^  Snxppos — saupang 


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— HC>t^c:3C*5iO         mOiOO 


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2  to  ■<*  -^  "n  -TT" 


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252 


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^  Sntppos — sat.ipung 


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JOOCTCG^JOOOOC^OCO 


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S4;A[iio  napooAvjo  'o^  | 


^T{  a  a  Qi  (71  '-'  Oi  Ol  CQ  -^  a^  CI  Q^  ~^  • 


•junotny 


•jooj  .lacl  90I.IJ  I  ^^y  °°  I 


5uppuqjo  jaaj  jBaajq  I       §g 


•qo.t9d  .lad  aouj  |  ^S'lrs 


•X JU0S12UI  JO  saqojaj 


•p.i-BA  .lad  aouj 

■S 

■    ?>2 

,   C^f  C\!  O!  C^  (^»  C^  CJ  CS!  CJ  O! 

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00  05 

1     5qo 
ooo" 

],654 
1,404 
],747 
5,002 
9,547 
8,019 
5,681 
8,405 
8,588 
5,052 

1  cr 

■lunoniv     ^  g 


•pa«X:  .lad  aoujf  |  -2    <^    °° 


•sifUBq-iTods 
ui  pajSBiW.  sp.n:A'  ojqnQ 


■iunoray 


i-^'TCiOIOt— lOOcrjlOiOCjt^ 


ajuj 


^    cc    ojcnaiCTsoCTJO;.  CT3aia2a^<r5CT3cn< 


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oomooootocvjf~o.—  o 


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suoiioas  aqjjo  qjSuaq 


o    o  o  o  o 
(S  to~io'to"to 


ira  —  ooooooooo 

0l_Q0_O_O_O^O_O_tD_C^r0  00 

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253 


-,  a 

$2,313  58 

1,887  34 
2,307  62 
4,383  86 
2,172  38 
2,726  74 
2,504  00 
3,282  98 
2,234  18 
2,184  36 
3,029  88 
3,059  06 
2,178  58 
2,476  25 
1,851  08 
1,593  32 
2,430  16 

•oc^?  'Snujojip 
paT2  Sutppos — saupung 

ooooooooo(>?oooor-c|)>rt 

•janooiv 

§§§8g§§  ,8§g  ,§§  ,§§ 

•i;pi33  joj  aouj 

goooooo    -ooo    log    lOO 

•s}.iaAino  uapooAijo-oj^ 

i-l  fO  r-^  CJ  ,-<  ,-1  <^J      1    CT  CO  rH      1    rH  (7!      |    CO  (7? 

•junoray 

$500  00 

600  00 

450  00 
450  00 

450  00 

•qo.iad  jad  goiJj 

1      I      lio>      I      l"0<      1      IlOllCl      llO 

•jf.iuosT3ni  JO  saqojaj 

1      1      lOI      1      1^1      1      ICDlSl      \   o^ 

•junoray 

$149  24 

700  00 

1,647  94 

1,727  31 

1,481  74 

1,391  46 

952  00 

1,582  98 

1,478  68 

840  00 

2,138  24 

556  08 

1,533  42 

672  00 

734  72 

932  83 

709  80 

•p.iBi  .lad  aouj 

^^:^^^:^^^^^^^^^z^7!:^ 

•qj.iBa  pa 
-Avo.uoq  JO  spa'BjC  oiqng 

1,066 

5,000 

11,771 

13,287 

11,398 

9,939 

6,800 

11,307 

10,562 

6,000 

16,448 

3,972 

10.953 

4,800 

5,248 

6,663 

5,070 

•junomy 

$427  84 
64f55 

448  00 

566  16 

242  48 

280  00 

140  00 
500  36 

•p.iBX.i9d  9ouj; 

^.^.co,   ,^,    .;2;i;^i;2i;*3 

•S5[UBq-[Tods 
ui  pojsBM  sp.iBif   oiqng 

3,056 
4,935 

3,200 

4,044 

1,732 

2,000 

1,000 
3,574 

•junoray 

$2,004  34 
379  50 

499  68 
1,300  00 

530  64 
875  28 
884  00 

1,000  00 
535  50 
473  20 
731  64 

1,710  50 
485  16 
554  25 
941  36 
215  50 

500  GO 

•p.rejf  jad  aouj 

^cr>irt-#to-^-*coioirtcj=cr;ic<nioooiO'.o 

u  f^!  CT  C>?  <7}  01  01  CT  C-l  '7-1  O}  (7i  T-t  (Ti  a  Gi  'TJ  C-} 

•sjuara 
-3{n-Bqraa  ojnijnd  uojj 
-BATjoxa  JO  spjBX  oiqng 

7,709 
1,518 
2,082 
5,000 
2,211 
3,647 
3,400 
4,000 
2,142 
1,820 
2,814 
6,812 
1.866 
2,217 
3,362 
862 
2,000 

1 
•jaaj   uj 
'euotjoas  aqj  jo  qjSuaq 

8,000 
5,200 
5,000 
6,000 
6,000 
7,000 
5,000 
7,000 
5,000 
6,000 
7,000 
6,500 
5,000 
5,000 
7,200 
6,000 
6,500 

•euopoas  aqj  jo  jaquinjvi 

^SS^SSISi^^SJ?^??^^^^    1 

254 


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GO  in  00  00 

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255 


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t      I    ^  ^"*      O      t^     i    to 


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■sj iA[no_uapooAijo-oj^  |       —  c^j  ro   ,  o  ^  ^  c^s   ,  r-^ .:-. " 


•junoray 


•}ooj  -tad  aouj  |  y^. 


•Sai 
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,10  00,      ,      , 


■janoray 


•qojad  .i9d  aot.i^  |  ^ 


•Xiuosijaijo  saqoiaj 


•Junouiy 


,5^  r5  2  2  '*"  2  '30  »  X.  lo  o^    cm    c^  -;  o 

^00  O  -^  .-^  --^^O  ^K  O  en  -t  Xi      o      C5  QO  ^ 


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•q).iEa  pa;M.oi 
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t=  to  Tr  arco~orQtrco~-^i-rcr 


•junomy 


•p.It!A'   jod  30U^   I 


•S3f[iBq-[jods    ui 
paiSBAv    spjB.f    oiqnj 


•jnnoiny 


CO  -r  O! 
-  -  -  -     .      in  (s>  d 

S;  x'  S  ::::;  '^  t^  "*  '-'5  '-S  ^  o  o?    c-j   -*  :^  in 


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■-0  CO       CO       (£> 


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•jaoj  uj 
■suoiioas  aqjjoqjSuarj 


00  o  — <  o  o  -^  o  o>  —.  /-,,",  - — n :=-:: — 

■ao  B  00  o?  o;  ^  o  Ob  ^»  T<  c^  ci3    (?s    ^  to  i^ 

^-1   r^  (M  r-H  OJ  -^  rO^r-Tr-T^tC-^o"      i--^      r-Ti-Tr-r 


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'o  {-  to  to  f~  irroc'ifr-^'irTt-rirr 


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256 


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03 

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a.a 

•junoinv 

$400  84 
791  20 
870  72 
789  04 
843  80 

qO133JOJ80U(J 

«^  CT  CT  fM  07  CT 
1 

•eiajijo  -0^ 

20,042 
39,560 
43,536 
39,452 
42,190 

•junomy 

$1,603  36 
3,164  80 
4,353  60 
3,945  20 
3,375  20 

ijoTJO  aoj  aoTij^ 

•s.t9daa[s 
JO     jaqoin^ 

10  021 
19,780 
21,768 
19,726 
21,095 

•junoray 

$4,760  00 
8,925  89 
11,6.32  50 
10,530  00 
10,020  00 

•}j  sad  aouj 

^           OOLOLO 

S5 

•s[ixs-pntnjo 

119,000 
234,892 
258,500 
234,000 
250,500 

•junoiuv 

$4,379  20 
8,456  13 
11,374  00 
10,296  00 

10,020  on 

•y  jad  aouj 

cents. 
4.6 
4.5 
5.5 
5.5 
5 

•sao 
-oid-Snpis 
JO  409}  [uauiq 

95,200 
187,914 
206,800 
187,200 
200,400 

•309J 
Ul  'SUOISJAXp 

aqjjoiplrfuaT 

47,600 
93,957 

103,400 
93,600 

100,200 

•SUOlSCAtp 

aqi    JO  -0^ 

rHCTCO-*lrt 

•Umv  [TjjojL 

$44,186  16 
86,570  96 

100,093  61 
90,616  57 
93,831  37 

•jnnotny 

$11,540  00 
29,772  00 
25,064  00 
22,708  00 
24,288  00 

•JfOBJl  JO 

Suing  aqj 

Suipn|oni 

'pojaodoDuj 

m^^^^ 

•Sui:jfT![ 
-ire.ijbspoa 

2,885 
5,693 
6,266 
5,677 
6,072 

■jnnoniy 

$387  86 
765  49 
842  49 
762  63 
816  42 

•q[  jod  oouj 

s 

•saj-eid 
JO    epanoj 

3,526 
6,959 
7,6.59 
6,933 
7,422 

•junoray 

$1,314  90 
2,595  45 
2,856  30 
2,585  70 
2,767  95 

•q[  jod  ooijj 

^  >0  LO  lO  LO  LO 

i 

•S95[lds 

JO     spanoj 

t-^COO^CT'* 

aTt^cTr-^od" 

•lunooiy 

$19,800  00 
39,100  00 
43,100  00 
39,000  00 
41,700  00 

•UOJ  lod  80T.I<I 

•s[re.ijo  snox 

00  >-H  1— I  O  t^ 

•SUOTSTAip 

^^^  j'o'  -o^ 

^  CT  CO  Tj.  lO 

257 


IS 

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=  1  . 

ii! 

1 

QO 

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3 
1 

a 

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if 
ii 

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1 

CO 

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o 

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5 

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r-H  UO  l-»  -*<  i— 

rj-  C!  CO  30  CO 

10  CO  0  C>  CO 

0 

CO 
CO 

•saj.ipuns 

.loj       44UIV 

•jnnomy 

$3,292  50 
812  SO 

3,214  00 

c= 
0 

co^ 

'SuuL'afo  .y 

:3uiqqn.i:3' 

spo.ijo-ou 

6,585 
1,300 

6,428 

-r 

•iunomy 

$540 
1,860 
1,500 
1,380 
1,170 

1 

2^ 

-pooAi  ■o^y[- 

C^!  0  lO  CO  — 1 

•junoray 

$12,800 
6,600 

1 

•SuL^puq 
jaaj  [uauiq 

1    £-     1      1    -tjH 

0 

0 

•S 

•junoray 

$3,270 
38,700 
2,450 
'      900 
10,480 

s 

•A'.iuosura 
JO  saqD.iaj[ 

654 

6,210 

490 

180 

1,935 

§ 
-* 
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•)uuomy 

0  c^  ^  3  § 

irt  r-H  <^^  0  c* 

S 

S 

•qwTja 

p3Ai0.r.[0q 

sp^A-  oiqno 

93,118 
74,455 
14(),284 

178,799 
310,787 

^^1 

nanotuy 

$3,744  65 
5,042  64 
3,246  39 
1,979  96 
1,700  60 

•S5jtq-[tods 
ui  |)ajs«Ai 
sptA'  oiqriQ 

29,071 
31,522 
23,541 
14,280 
14,005 

S! 

ii 

•lunooiy 

$15,689  69 

32,864  91 

13,620  55 

7,580  27 

19,618  18 

p 

CO 

s-u>iuRqrua|  5:^^2  2 
uxjnd  -oxa  |  '^^'^^"^^^^'^l. 
sp;jC  -qriQ  j  3  ro  S  CT  ?^ 

•J33J    Ul 
'SUOKIAJP 

JO    qiSua-j 

47,609 
93,')57 

103,400 
93,Cf)0 

100,200 

1 

■suoiaiAip 

gqj  jo'  -^j^ 

— '  CJ  P^  V^  tn 

1 

i 

g 
co~ 

ji 

1 

66 

3 
0 

a 
< 

CO 

CO 

59. 

Number   of 
sleepers. 

92,390 

c 

D 
0 
S 

1 

0 

•S  s 
h:5 

-,  1 

II 
i 

CO 

00 

1 

Si 
II 

13 

00 

Total  leni^ih  of 
the  road,  in  feet. 

1 

18 


c 

3 
0 

s 

1 

5 

00 

en 

''      3 
0 

a 
< 

0 
0 

5 

0 

'3 

tZ!  in 
0 

a; 

s 

<1 

0 

£  S 
P-< 

3" 

i 

< 

1 
1 

^ ! 

'0 

It 

i 

00 

a 

0 

a 

< 

§  1 

1 
,0 

00_ 

258 

Summary  of  Estimates  of  the  Northern  Cross  Railroad. 
Table  No.  17. 


Of  the  graduation  -  -  -  -       $334,903  .54  =  $4,030  20  per  mile. 

Of  the  superstructure,  including  the  gravelling 

of  the  railway  ....  415,-298  67  =    4,997  70  per  mile. 

Two    Depots,  one    at    Danville  and    one  at 

Decatur  -----  16,000  00 

Land,  damage,  and  depot  ground  -  -  7,500  GO 

Eiiglneering'and  contingencies  connected  there- 
with     -  -  -  -  -  -  10,000  00 


Total  estimate  of  the  Northern  Cross  Railroad, 

from  the  east  line  of  the  State  to  Decatur  783,702  21  =     9,431  06  per  mile. 


259 


CENTRAL  RAILROAD, 
,       Table  No.   18. 


An  exhibit  of 

lie  Grades  and  Horizontal  Curvatures,  fro7n  Decatur  to  Vandalia, 

"3 '3 

Ig 

3 

iPl 

i3 

^ 

Remarks. 

o 

¥1 

llfl 

li 

e  3 

:| 

c 

S    ic 

3    »- 

3  « 

a 

1 

5,600 

40.0 

5.600 

_ 

_ 

Descends  to  Sangamon  river. 

2 

:m 

_ 

500 

- 

_ 

Passes  Siitigamon  river. 

3 

9,300 

40.0 

9  300 

_ 

Ascends  li-om  Sangamon  river. 

4 

2, '200 

12,0 

2,200 

5 

4,800 

16.0 

4,800 

_ 

_ 

Passes  Springfield  road. 

6 

5,450 

3.0- 

3^550 

1,900 

6.000 

Passes  Shelbyville  road. 

7 

16,000 

3.5 

15,500 

500 

■  6,000 

8 

15,300 

3.0 

15,300 

9 

4,70  J 

4,700 

10 

6,800 

10.6 

6,800 

11 

11,800 

S.3 

11,800 

12 

7,000 

3.7 

7.000 

13 

6,600 

3.2 

6,600 

- 

- 

Passes  the  summit  between  Deca- 

14 

11,600 

12.2 

11,600 

tur  and  Shelbjviile. 

15 

3,600 

8.8 

3,600 

16 

6,700 

15.0 

6,700 

17 

4,700 

3.3 

4,700 

18 

6,830 

6.9 

6,800 

_ 

Passes  Robinson's  creek. 

19 

7,000 

5.2 

7,000 

- 

Passes  a  branch  of  Robinson's  creek. 

20 

7,750 

24.1 

7,750 

21 

9.300 

5.6 

9,300 

22 

7,000 

12.0 

7,000 

23 

5,000 

24.2 

3,000 

2,000 

.3,000 

To  Shclby^-ille. 

24 

2,200 

12.0 

20O 

2,000 

3,000 

25 

2,000 

23.7 

2,000 

26 

6,200 

35.5 

6,200 

27 

11, COO 

.  24.0 

8,400 

2,600 

4,000 

28 

4,200 

36.4 

4,200 

_ 

_ 

Passes  Robinson's  creek. 

29 

12,000 

12,000 

30 

10,600 

10:0 

9,800 

800 

7,600 

31 

7,000 

i5.r 

7,000 

32 

5,600 

5.6 

5,600 

33 

3.900 

27.0 

3,900 

34 

3,600 

3.600 

35 

3,600 

32.3 

3;600 

36 

5,200 

24.9 

5,200 

_ 

_ 

Passes  Hurricane  creek. 

37 

13,600 

6.9 

13,600 

38 

4,000 

31.7 

•4,000 

39 

5,i;oo 

33.7 

5,600 

_ 

_ 

Passes  Ramsay's  creek. 

^    40 

3,000 

29.9 

3,000 

■ 

41 

2,400 

_ 

2,400 

_ 

_ 

Passes  Beck's  creek. 

43 

7,400 

40.0 

7,400 

43 

9,600 

18.8 

9,600 

44 

8,300 

26.8 

8,300 

45 

4.900 

7.5 

4,900 

4(i 

10,900 

22.3 

10,900 

47 

10,100 

^2^7 

10,!00 

48 

7,700 

12.3 

7,700 

49 

9,700 

2.7 

7,400 

2,.300 

4,400 

50 

5,100 

18.6 

3,800 

1,300 

4,400 

51 

4,800 

31.8 

4,800 

5i 

2,800 

5.0 

2,800 

53 

4,600 

22.0 

4,600 

- 

- 

To  Vandalia. 

260 


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a 

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•janomc  pioj^ 

054  48 

720  66 

518  20 
727  90 
232  20 
052  13 
460  18 
807  56 
457  27 
393  48 
710  54 
033  08 
690  08 
240  36 

tD_«     CX3  ,-,  ct)  cv"-"-"-' ^  ^  <?!  r-"-^ 

PUTJ  SiiTppos— soLipung 

c^,       .coooooooooo 
o        o  o  »n  m  o  o  o,  o,  o  o  o 

•;unoiny 

$367  50 
735  00 

588  00 

•po.i  .lad  aouj 

l-BS  g  S 

.oUTqqni:o.to  spo.ijo'o^^ 

S   ^    S 

i-     ^    1-^   1      1      !     1     4     1      1      1      1      1     1 

•jnnomv 

i.   '   §  !||§S§S§8gS 

•qoTja  .loi  80UJ 

^3    •   g  'i?5.ig§SS§SS 

•s]tA[no  ngpooAv  jo  'oii;; 

i           ^  .-^/wrs'^      '    "^J  f>J  ^'  --1  --1  '—  —  —1  —  i-^ 

•junouuv 

1   O  t-     I      1      1      1.     1      1      1      1      1      1      1      1 

•joof  .lad  80UJ 

^■^^ 

•SurSpuq  jo  jaaj  [Bauj^ 

1    C  CO     1      1      1      1      1      1      1      1      1      1      1      1 

•mnoniy 

--TS     o     o        o 

^    o    o    ,  o    ,,,:,,,,     , 

^  «r  ^-^   CO 

•[p.iad  jad  aouj 

a  "^  "^  ■ '-'' 

•-OuosBinjo  SDipjaj 

g  §  §    S 

C?^    O!     1   «5     1      1      1      1      1      1      1      1      1 

•lanomy 

$12,718  58 
9,816  46 

665„  40 
.  4,882  20 
551  88 
973  68 
922  56 
358  27 
921  72 
893  04 
897  60 
746  40 
^665  16 

•p.ii3jf  .lad  aouj 

«  -*    '^      ,  c<  fM  CT  .0^  OJ  r-.  CT  fM  oi  o?  n; 

•qj.n:;a  pa 
-Avo.i.ioq  josp.reX  orqno 

t^    o^'        ininc5'rj<oot~-— 'n.)ot:^co 

■<;}<      00            ^OOO^— 'OOmOO^aDf^lTi^ 

o-i    r-i      1  in  to  in  ^to  c-rto^^  t^ct  m 
cT  c:r       in~o"':f  QO~t-rco'i>^t-^f^tD'"in" 
CT5    r-             -^ 

nunomv 

$975  00 
260  00 

390  00 

390  00 

130  00 
350  48 
303  68 

•p.iBiC  .lod  api.ij 

.2,        ,      -T^CO.CO,     ,co,cococo,l 

•ST[Ut3q-[T0ds 
UT  pajSTJAl   Sp.IBjf    OiqtlQ 

- 
8,125 
2,000 

3,000 

3,000 

1,000 
2,6:)6 
2,336 

•junoray 

■«d<    CT    c>!  o      CJ  m  C'  o  t-  m  o  o  (M 

00    en    in  '>?      O'  to  m  c7»  i-<  t^  in  <=  in 
in    in    m.oo    l^*  —  co'^h  —  o>rMcor-i 
in    05    c;  m      Qooi'^mmmio^^. 

•p.inf  .tad  aouj  | 

^^    -1*    -fin    ,  in  in  in  m -*  m 'O  — f  ^ 
ti  '^>    nj     c?  ci»    '  nj  07  -^)  oi  oi  o,.  ^i  oi  --v, 

•siuaiu 
-ipniqmo  ojai:  jnd  noij 
-■KATJOxa  JO  sp.re.^  opqnD- 

10,660 

63,330 

16,480 
2,330 

3,361 

866 

2,660 

2.196 

2,110 

2,500 
2,000 
1,730 

•jaaj  ui 
'suotioas  aqjjo  ipSua^ 

in    o    oood^ooocr-o  —  c:^«5_ 
-^"  in~  tot-Tto  toinin  t-^»~o  t-T^D  «p 

•suopoas  eq)  JO  'o^  | 

.-<    lOM    co-*ina5t-aoo5©'-'C^fo^ 

261 


•innoTUT;  [bjoj^ 

tC -tti  (>>tOOTCOCOC:OuOOl-inOi> 

■SuTljOJTp 

^  Saippos^^saopang 

$200 
125 
J75 
100 
175 
100 
900 

200 

150 
150 

•lunouiy 

1      1      1       II      1      1    CT  O     1    GO     1      1    t-  00 

•po.i  .lad  30T..IJ  1       -g  I    1    1    1    1    1    .  ^"5  Jj;   1  i=   1    1  fS  J~          1 

•SauTi3[o  put!  Snjq 
-qn.iS  JO  spo.i  jo   "o^vj 

•luuomv 

$65  00 
130  00 
65  00 
65  00 
65  00 
65  00 

130  00 

130  00 
130  00 

130  00 
130  00 

•qat^a  .10}  80T.VT  1      m  '  SS£2SS  '  IS  '  SS  '  SS 

•S}^A[iio  ugpooMjo  -oij  1            .  „  o7 .-,  rM  ^  ^   ■  ^1    "  O!  r^j   '  o^  ^j 

•junoiav 

$1,100 
1,250 

1,000 
1,375 

1 

•qo.iad  .lad  aouj 

'    '    '    '    •    '    '  !.^  '  '■'^  '    '  '-'^  ■  "^ 

•jf.iuos«aijo  S3qo.!8j 

.......  ^>  ,  S  ,,  §  ,  12 

•junomy 

$1,004  90 

855  40 

1,147  90 

1,497  00 

1,047  72 

828  62 

393  40 

2,016  24 

779  80 

3,130  08 

968'80 

778  31 

858  48 

1,272  05 

1,862  64 

•  p.n3X  .lad  aoi.i  J  |       -g  2  2  ^.  2  H'  S^'  3  2  I^  £!  2  2  2!-f:2  ^          \ 

■qMB9  paAio.! 
-.loq  JO    sp.icA'   oxqno 

7,730 
6,580 
8,830 

12,475 
8,731 
6,374 
2,810 

16.802 
5,570 

26,084 
7,453 
5,987 
7,154 
9,785  . 

14,328 

•janomv 

$130  00 
151  45 

•p-niA."  .lad  aou^  \       -^^   ><,,,,,,,,  '■^   ,,    ,           | 

•S5iuT;q-[Tods 
in  P8JST3A1  sp.uiA'  oiqng 

1,000 

- 
1,165 

•luhouiy 

279  60 
410  00 

777  50 

1,660  75 

383  04 

705  60 

■  375  m 

771  16 

622  00 

500  00 

1,492  80 

1,348  80 

1,551  36 

■p.njX  .tad  OOT..IJ 

■S^^l^,  .^^^S^g  .^J?5S^_^      1 

•s3uoui5iu-uq 

-UI9  OlUt  ind  UOIR^A 
-T1DX3  JO  Sp.mA'    OtqiiQ 

1,165 
1,640 

6,643 
1,596 
2,520 
1,500 

2,488 
2,000 
6.220 
5;620 
6.464 

•5331  UT 

'saoTioss  aqijo  qjSuaq 

5,000 

5,000 
5,000 
5,000 
6,000 
6,000 
5,000 
5,000 
5,500 
6,009 
7,000 
5,000 
0,000 
6,000 
5,500 

•suoijoas  3qi  .jo  -o^  j 

mtot^oocnor-'-Mco^iocof-ooai           i 

^  r-.  ^  ^  ^  Oi  ~,  rr,  n  C-,  01  -M  ^^  0(  OJ                '. 

^62 


Total 

cot-^oG-'OTCo^oo  ^c^>  I-  '■n^'—  m  t- 

•.SujqojT.p 
puB  Suippos — sat.ipung 

§§ss^SS§S^§s  ig  , 

m 

•iuiioiay 

$291  15 
558  50 
441  00 
680  00 
588  00 
680  00 

375  00 
185  00 
661  50 
103  00 
687  50 

•po.i  .lad  80T.IJ  1       -g   .^^ggg^S   •    •    'r2S§.?S 

SmqqnaS  jo  spo.i  jo  -o^                 ^  :;'-'^  ^-^-S-           '  ^  '^  2"^'  2" 

•juuouiy 

o  m  uo  m  "^J  00  Tf  CM  c}  'Tj  ri  to  0^3  tp  m 

•qoT^a  .loj  aauj 

|S^2gSSS8SS§8s§§ 

•S4.iaA{nD  uapooAi.  JO  -o^  |          ct  c^i  oi  ^  co  co  ^  a^  •rx  c?  c>>  .-h  o;  -h  co          j 

•junouiy 

1     1     1  -^'^  1     1     1     1     1     1  o^  1  to    1     1 

•qo.iad.iad  aouj 

...  m    .,,,.,  u,   .  m   .    . 

•A'.iuosBuijo  sai]o.iaj 

•    ■    -S §    .^    .    . 

C!                                          C-}         CO 

•junoray 

$571  68 
1,052  76 

3,057  47 
1,080  95 

165  12 

348  14 
1,231  10 

651  30 
1,034  02 
1,622  -64 
1,247  28 
2,453  28 

725  40 

■p.roXjad  aouj 

^C^C<!    ,cococjcococococ^r>>o\?co    , 

•qj-rea  pa 
-Avoi.ioq  ,}o  sp.iBA"  orqnQ 

4,764 

'  8,773 

23,519 

8,315 

1,376 

2,678 

9,470 

5,010 

7,954 

13,522 

10,394 

20,144 

5,580 

•junotny 

$433  44 

240  00 

264  03 
390  00 

•p.iBA-.tad  aou^  t      ■g''2..>'-2->''22          | 

•S5{uT3q-iiods 
ni  paje-SM  sp.reA'  "oiqiio 

OS!                                   O                             ;-;0 

,    iS   1    1    1    1    .§    '.'    '    'S-O 

CO                                   (X                            C>  CO 

•junorny 

$466  50 
2,570  10 
2,749  50 
1,338  25 
1,866  00 
1,244  00 
1,036  75 
1,392  30 
299  26 
933  00 
2,520  18 

1.031  le 

2,292  00 

250  00 

1,495  52 

•p.u.A-  .lad  aoHJ  |      -2  ;^  ^  ^i?,  li^  o^  ^  ^  S  ^>  ^>  ^  ^  ^  -'^  ^         | 

■s}uaui 
-JIUBqtua  oiuund  uou 
-TJAi;ox9,}o  spar; A  oiqi!.") 

866 
885 
998 
353 
464 
976 
147 
355 
151 
732 
693 
906 
5511 
000 
752 

'-'  c~.  o  i-o  I—  -^  ^  m  >— 1  CO  en.  cfj  a;  f-n  m 

•]aaj   ut 
'suoijoas  aqi  jo  qjSua'j 

o_co  c^  cr  to  O'  e-.  CO  00  00  t-  1-  to  i-  CT 
trT --0  m  irT >rf  to  lo  t-^ ■  to"  to  to  to 't^  to"  t-^ 

•9nopoas  aqi  JO  jaqranNj 

C5'-<(0.»CO-itf<iOtOl—  00t55O'-il^>C0'T(< 

coooroc-cocoroTocoroTf-^-ri-rj^-^ 

263 


•junomu  [Biojj 


^C ^_Q0_— ^Q0^Tj^C5^Q0_CO_::r.  ao^co_-Tf 


•oay  'Suiqojip 
3S>  Sucppos — saupnng 


O  O  O  O  C5  c 
_i  O  lO  O  O  O  1  .      . 

r-H  lO  — (  r-H  -J  ^  ,— I   , 


O  O  O  O  CD  o  o 


■junoiuy 


oo  =  =  os=oc  ^_ 

OOOOOOOirlOOOOOOLO 
C)  CO  00  t-  'X  CC'  — '  to  CO  -^  . 

>X)  Lrt  00  '^  CO  X)  -Tti  i-~  1ft  CJ5  ■ 

CO'OOifJ'^OOiO-^rt.-OCO- 


•p.!cA"  j.i)d  aouj  I 


o  o  o  o 


-qn.isjo  spo.i  jo  -o^ 


7^  x>  ^  00  CO  t-  CO  r 


•uinomy 


•qoca  joj  301,1  J  |      <:^^2 


s5;A[no  tiapooAi  JO  -o^  \ 
•janooiv 


I  —I   ,  cj  CT  cr; 


■joo)  .lad  90UJ  I 


jpuq  JO  jaaj  [Bautq; 


o  o 

O  UO 
LO  C> 


■qo.iad  .lad  aou<j  | 


•X.tuosBiujo  saqo.taj 


■junorav 

uu  —■  o)  o  j:s  C5  to  C5  io  (■- 

GOr-uOOTT<OT-i^OT3< 
^O'tOCOt-O^l-^aiCO 

1,973  04 

2,268  24 

612  08 

3,913  13 

•p.[i!A"  .[od  aou  J  I       -§2222  2.' 222! 


•q).iBa  paAVQi 
■•loq  JO   spaB^  otqng 


•janoinv 


1       I      I      I    O     I 


•p.niA'  jod  aouj  | 


•sjjnT3q-[iods    ui 
pa;suAi    sp.iuA   oiqng 


•junoaiy 


O  ?!  O 
^  i^  C^ 


'^  — <  '.o  c?  in  < 


-H  CO  ■ 
CO  Xi- 


O  ^  C}  ^  o 


L.O  O  O  lO  O!  ( 
C>  t-  >o  O  r-  t 

«0  Ol  —  O  -H  ( 
lO  05  Tf  UP  CT  ( 


•p.IT!A'   .13  d  90I.IJ   I 


•suiaiiiJimjq 
•nj3  ojut  jnd  uojiba 
-T^oxs   lo  sp.iiiA  oiqrip) 


>  O  3^  O  "  ' 
)  O}  Ol  1ft  1ft  { 
I  — •  tC  CO  Lft  ■ 


Lft  00  '-i  O  ' 


•laoj  uj 
laor.oas  aqijoqiSaaq 


O  1  - 

3  ri  ^5  : 

t~  00  X  ; 


ry->  CO  -^1  1/3*^0  , 


VJU5,a>/r)    OV^i    JO  o^  I 


■^  "=5  '^  ^»  **  r.^  o 


264 


1^ 


■>^        =  o 


13  ^c 

c  =  =a 

o  a 


'junorav 

cc  oo^       , 
t-  0-.  ':^J  c? 

'^QOOO  o 

CT  cr,  00  ^? 

110Ti9.lOJ80UJ 

^  C-i.  CI  O  CI 

•sAoJuo-o_M 

34,738 
34,948 
3J,410 
41,262 

•junouiy 

$2,432  66 
2,970  .58 
2,955  75 
2,818  34 

iptja  joj  30U  J 

42  -:?  t-  in  rH 

■s.[ado8[s 
JO     .laqiuti]^ 

17,369 
17,474 
19,705 
20,131 

■-6 

o 

1 

3 

$8,170  00 
8,507  50 
9,360  00 
9,800  00 

3 

1 

•y  jad  901.1  J 

1 

^1 

•s[[i:s-pnrajo 

204,250 
207,500 
2.34,000 
245,000 

6 

•junoray 

$8,085  00 
8,632  00 
9,360  00 
9,800  00 

•y  jgd  aoi-ij 

s  -*'  lo  lo  in 

•s.i9SnT..i5s 
(0  laaj  [uauiT 

165,000 
166,000 
187,200 
196,000 

•J  03) 
UT  'SUOtSIAip 

3i|ijoi|ii'u9'3; 

oooo 

•SUOt8tAJ[) 

aqi    jt.  'TOM 

rt  ojPO'r); 

•nniu  [tjjoj, 


•junomy 


O  O  'K  ! 
O  O  OC  1 
O  — '  VC  i 


•ipB.l)  JO 

Sut[[9  aqi 
Siiipiiioui 
pcLiadaouj 


■Iiu.ijbspoa 


•q[  Jad  aot.iJ 


•sajBid 
JO    spunoj 


•qi  .lad  aot.tj 


•S35ijds 
JO     spunoj 


•lunouiy 


uoj  Jad  80t.ij[ 


cj  c! ; 


r^  Cl  IC  ID 

IjS  OT  00  O 
^  C-l  UO  l^ 

cTcfcTcf 


^  i.O  lO  lO  1 


oooo 
oooo 


-*  rji  02  O 
CO  CO  00  ^ 


•S[ICJJO  SUOJ^ 


•SUOtSjdip  «  CS!  cr-  >^ 

srqj  /a'  'o^j 


265 


B 

il 

^  o  1 

J 

03 

1 

o 

•1 

s 

1 

r5  to 

3  -S 

3 

to 
1 

1 

CO 

1 

So 

d 

s 

1 

•}jmB     IBJOJ, 

$89,098  12 
39,202  49 
50,993  78 

107,829  76 

•saupuns 
aqj   junouiy 

$3,700 
1,575 
1,875 
1,800 

1 

00 

•juttoiay 

$1,690  50 
2,197  00 
5,250  65 
6,748  00 

in 

•:§utqqru§io      ^l'^"^,■* 
sp6rjo-oM     ""SS 

1 

CO 

•junoray 

$900 
1,105 
1,965 
1,465 

in 

i.'f 

•sja9A[n3  aa 

-pOOMJO  "0^ 

i^^^gj 

•junouiy 

$7,700 
28,800 

3 
o 

•SutSpuqjo    1  §         § 

•I 

S 

•junouiy 

$10,600 
4,725 
3,850 
6,850 

J 

•jCiUosBtn 
JO     saqojaj 

2,750 
945 
770 

1,430 

in 

•junouiy 

$35,022  95 
18,441  43 
15,241  14 

23,258  70 

•qjav.a 
paMOJjoqjo 
spjBA"  oi:qa3 

265,290 
146,693 
123,799 
182,452 

i 

to- 

•lunoray 

$2,799  16 

281  45 

1,327  47 

955  79 

ss 

in 

•s5(aT3q-fiods 
ui     pa]ST3M 
spjBA'  oiqno 

22,157 
2,165 
10,643 

7,583 

00- 1 

•junoray 

$26,685  51 
10,y77  61 
21,484  52 
37,952  27 

5 

•jt^iaGquia  o) 

-UT    Jtld  -BATJO 

-xa   spyf-qiiQ 

110,422 
43,932 

84,888 
153,379 

to 

•;aaj 
at  'suoisjAip 
aqijo  qjgu9'T[ 

82,500 
83,000 
93,600 
98,000 

o 
o 

CO 

■saotsiA 
-tpaq}]o-o^ 

— lO^CO  ■* 

a 
o 
3 
<1 

o 

§ 

1 

a 

o 

g 

to 

'o    . 

as 

en 
Iff 

H 

o 

a 

o 

'30 

o 

<"  3 

3' 

o 
in 

1 

o 
3 

o 
o 

o 
uj.S- 

e2| 

o 
o 

i?r 

CO 

a 

D 
O 

a 

a 
1 

o 

g 
< 

1  . 

o.a 
Pi 

to 

55 

a 

3 

o 

a 

< 

to 
of 

1- 

In 

3 

o 

a 
< 

in 

OS 

■<* 

il 

3  n- 

O    m 

Ph 

s 

1 

19 


Summary  of  Estimates  of  the  Central  Railroad. 
Table  No.  25. 


Of  the  graduation  .  .  -  -       $287,124  15  =  ^4,245  12  per  mile. 

Of  the  superstructure,  including  the  gravelling 

of  the  railway  .  .  .  '-  334,02115=    4,938  38  per  mile. 

Depot  at  Vandalia,  and  for  enlargement  of  the 

depots  at  Shelbyville  and  Decatur     -  -  18,000  00 

Land,  damage,  and  dej^ot  ground  -  -  6,000  00  , 

Engineering  and  contingences  connected  there- 
with     -  ■ 10,000  00 


Total   estimate  of  the   Central  Railroad,  from 

Decatur  to  Vandalia  -  -  -  655,145  30  =     <),686  G8  per  mile. 


I  have  now  given  the  results  of  the  surveys  authorized  by  the  Legisla- 
ture in  the  eastern  engineering  district.  The  locations  must  be  regard- 
ed as  approximate;  and  although  the  definite  lines  will  differ  but  little 
from|them,  yet  bj  careful  locations  of  bridges  and  accurate  adjustments 
of  grades,  the  expense  oi  construction  can  be  materially  reduced. 

The  estimates  are  based  on  the  cost  of  labor  and  materials  at  the 
presi'ut  time,  and  the  prices  for  which  a  portion  of  the  work  has  been 
contracted,  and  cannot  fail,  by  judicious  management,  to  cover  the  ex- 
pense of  constructing  the  roads.  In  some  instances  it  may  be  advisable 
to  change  the  manner  of  construction,  to  conform  to  the  resources  of  the 
countr)^  as  developed  in  the  progress  of  the  vi^orks;  and,  should  there  be 
much  difficulty  in  procuring  suitable  rock  for  constructing  stone  culverts, 
1  would  recommend  cast-iron  pipes  to  be  substituted.  Doubtless  many 
other  changes,  both  judicious  and  economical,  can  be  made,  the  utility 
of  which  time  can  alone  determine. 

The  plans  and  profiles  are  compiled  from  actual  surveys,  and,  by  re- 
ferring to  the  explanatory  tables  annexed  to  them,  can  be  readily  com- 
prehended. 

Allow  me,  ere  I  close  this  report,  to  tender  to  the  acting  Commission- 
er under  whose  directions  the  surveys  have  been    made,   and  to   your 
honorable  Board,  my  thanks  for  the  confidence  reposed  in  my  integrity 
and  judgment;  and,  hoping  it  contains  all  the  information  desired., 
I  am,  gentlemen,  with  much  esteem, 

Your  obedient  servant, 

ARTHUR  W.  HOYT, 
Engineer  for  the  Eastern  Engineering  District^  State  nf  Illinois. 


REPORT 


THE  JOINT  IMPROVEMENT 


WABASH  RIVER. 


January  25,  1839. 

Read,  laid  on  the  table,  and  ordered  to  be  printed  with  the  Report  of  the  Commissioner 
of  the  Fourth  Judicial  Circuit. 


Vandalia,  January  25,  1839. 
To  the  Hon.  the  Speaker 

of  the  House  of  Representatives. 
Sir:  In  obedience  to  a  resolution  of  the  House  of  Representatives, 
and  in  acrordance  with  the  promise  in  my  comniunication  to  your 
body  of  the  I5th  instant,  I  herewith  transmit  a  copy  of  the  report  of  D. 
Burr,  Esq.,  principal  engineer  of  the  States  of  Indiana  and  Illinois,  on 
the  Great  VVabash  river  improvement  From  a  thorough  examination 
of  this  able  document,  the  practicability  and  utitity  of  a  vigorous  prose- 
cution of  the  improvement  will  not  be  doubted:  and  as  that  river  mean- 
ders several  hundred  miles  through  the  most  rich  and  fertile  country  in 
the  valley  of  the  Mississippi,  rapidly  populating  with  an  industrious  and 
enterprising  part  of  the  community,  it  is  useless  to  recomnrcnd  that  the 
Hon.  the  Legislature  of  Illinois  would  adopt  efficient  measures  to  effect 
the  speedy  completion  of  a  work  so  conducive  to  the  interest  and  pros- 
perity of  both  this  State  and  that  of  her  sister,  Indiana. 
I  have  the  honor  to  be,  sir, 
Very  respectfully, 

Your  obedient  servant", 

WILLIAM  KINNEY, 

President  B.  P.  W. 


268 

General  M.  K.  Alexander, 

Acting  Commissioner  of  the  Fourth  Judicial  Circuit. 
Sir:  After  long  delay,  on  account  of  ill  health,  I    herewith  submit   a 
report  of  the  operations  on  the  Wabash,  under  my  charge,  during   1838. 

Respectfully, 

D.  BURR, 
Principal  Engineer  Wabash  River. 


Mount  Carmel,  January  l6,  1839. 
Messrs.  Thomas  H.  Blake  and  M.  K.  Alexander, 

Commissioners  of  the  Slates  of  Illinois  and  Indiana. 

Cxentlemen:  The  delivery  of  the  stone  for  the  lock  and  dam  at  the 
Grand  rapids  of  the  Wabash  was  contracted  for  in  November,  1837, 
with  Messrs.  Wilson  &  Co.,  and  Chapman  &  Co.,  to  have  been  comple- 
ted by  the  first  of  June  last.  The  same  persons  constituted  the  two 
firms  or  companies,  and  agreed  to  deliver  3,500  cubic  yards  of  stone 
each,  at  $H  33i  and  ^8  25  per  cubic  yard. 

They  procured  a  steamboat  and  twelve  flatboats,  80  feet  long  by  l8 
feet  wide.  The  time  taken  to  build  these  consumed  so  large  a  portion 
of  the  spring  floods,  that,  with  failure  and  unexpected  difficulties  at  the 
quarry,  they  delivered  only  820  yards. 

On  the  22d  of  August  the  dam  and  lock  were  let  in  separate  contracts, 
the  former  to  Messrs.  Baker,  Riley  &  Co.,  the  latter  to  William  Mudge. 
The  terms  of  the  letting  stipulated  that  the  contractors  for  the  lock  should 
take  the  quantity  of  stone,  delivered  at  the  site,  at  the  same  price  which 
had  been  paid  for  them  by  the  Stales.  Proposals  were  received  for  separate 
prices  for  the  masonry  in  the  lock  and  abutment,  based  on  the  contin- 
gency of  the  stone  used  in  their  cor>struction  being  procured  from  a 
quarry  in  the  upper  part  of  Martin  county,  from  the  quarry  at  Porters- 
ville,  and  from  the  quarry  at  Petersburg,  all  of  which  are  situated  on 
White  river,  at  the  distance  of  50,  80,  and  135  miles  from  the  site  of  the 
works. 

The  prices  at  which  the  contracts  have  been  taken  have  exceeded 
the  estimate  originally  suggested  as  the  probable  cost  of  the  works, 
owing  to  the  known  probability  of  quarries,  in  this  part  of  the  country, 
becoming  of  little  or  no  value  after  they  arc  worked  back  a  short  dis- 
tance into  the  earth,  and  from  a  cb.ange  of  plan  in  having  the  masonry 
laid  in  hydraulic  cement  instead  of  mortar  and  grout  formed  of  com- 
nnon  lime,  as  originally  contemplated,  which  increases  the  expense 
something  over  10,000  dollars. 

It  is  interded  to  procure  limestone  from  the  quarry  in  Martin  county, 
which  is  of  the  best  kind,  for  the  faces  of  the  walls  of  the  lock  and  abut- 
ment and  for  headers  which  constitute  their  bond;  and  for  their  interior 
portions  which  will  be  shielded  from  frost  and  sudden  alternations  from 
heat  to  cold,  to  use  the  sand  stone  in  the  vicinity  of  the  works,  which 
is  of  a  tolerable  quality,  can  be  cheaply  obtained,  and  which,  in  the  places 
where  it  will  be  used,  will  be  permanent — and  in  that  manner  to  keep 
the  cost  of  the  works  within  the  gross  pum  of^l85,000 


269 

It  was  not  deemed  expedient  to  permit  the  timber  for  these  works  to 
be  cut  before  the  l.5th  of  December.  Messrs.  Baker,  Riley,  &  Co.,  are 
making  contracts  (ov  the  deHveay  of  the  timber  for  the  dam. 

Mr.  Mudge,  contractor  for  the  lock,  has  op'-ned  the  quarries,  keeps  a 
small  force  at  work  at  them,  is  contracting  for  boats,  and  making  prepa- 
rations for  the  progress  of  his  work  with  the  first  rise  of  the  waters  and 
the  opening  of  the  «pring.  No  money  has  been  paid  on  the  -..ew  con- 
tracts, or  materials  been  delivered  under  them. 

In  accordance  with  your  instructions  to  survey  the  Wabash  river 
from  the  Grand  rapids  to  its  mouth,  and,  in  the  event  of  its  impractica- 
bility or  inexpediency  for  improvements  for  uninterrupted  steamboat 
navigation  by  continuous  locks  and  dams,  to  survey  a  canal  route  from 
New  Harmony,  on  the  Wabash,  to  Mount  Vernon  on  the  Ohio  river,  a 
party  was  organized  on  the  8th  of  September  to  perform  that  service, 
and  entered  immediately  after  on  their  labors  in  the  field. 

The  obstructions  to  the  navigation  are  the  rocky  bars  extending 
across  the  bed  of  the  river  at  the  points  of  its  greatest  descent;  flat  sun- 
dry shoals,  where  the  volume  of  the  river  is  distributed  over  a  large  area 
of  surface  and  diminished  in  depth;  and  not  the  least  difficult  or  hazard- 
ous are  the  snags,  old  trees  and  stumps  imbedded  in  the  channel  in  many 
places,  but  more  especially  in  the  Piankeshaw  bend,  in  the  bend  below 
Fox  river,  in  the  bend  below  the  Little  Chain,  in  Black's  cut-off,  and  in 
the  first  three  miles  of  the  Wabash  next  the  Ohio. 

The  rock  bars  are — 

First.  The  shoals  immediately  below  the  mouth  of  White  river;  fall 
one  foot  nearly  in  five  hundred  feet  in  length,  and  affording  two  feet 
water  over  the  highest  rocks. 

Second.  The  Coffee  island  rapids,  descent,in  half  a  mile,  three  feet — 
the  Island  chute,  on  the  Indiana  side,  having  but  one  foot  water  over  the 
rocks  in  the  steamboat  channel. 

Third.  Warrick's  ripple.  Here  the  water  falls  one  foot  in  the  length 
of  five  hundred  feet,  and  runs  with  accumulated  velocity  over  an  uneven 
bed  of  sandstone  rock,  the  points  of  which  impede  the  passage  of  boats, 
and  render  the  channel  crooked  and  difficult  to  keep.  The  highc£t  points 
of  rock  are  within  one  foot  of  the  surface  in  low  water,  and  although  one 
or  more  channels  of  two  feet,  and  of  sufficient  width  for  any  boat,  may  be 
found,  the  serpentine  course  they  pursue,  with  the  strength  of  the  cur- 
rent, requires  an  intimate  knowledge  and  much  skill  of  the  navigation  to 
pass  boats  safely  of  that  draught. 

Fourth.  The  Grand  Chain,  seven  miles  by  the  river  below  War- 
rick's ripple,  forms  the  next  obstruction,  and,  after  Coffee  island,  the 
most  serious  from  White  river  to  the  Ohio.  At  the  stage  of  water  when 
the  exploration  was  made,  the  descent  was  four  feet  fall  in  the  distance 
of  four  hundred  feet.  The  water  runs  this  distance  along  the  pier  erect- 
ed by  Messrs.  Gardner  and  Mundy  with  great  violence,  and  has  a  depth 
from  two  to  four  feet,  except  a  single  rock  in  the  channel,  presenting  a 
surface  of  about  twelve  feet  square,  on  which  there  was  one  foot  five 
inches  water. 

Fifth.  The  Little  Chain,  five  and  one-half  miles  below  the  Grand 
Chain,  by  the  river,  is  the  last  of  the  rock  bars  of  the  Wabash.  Detached 
rocks  render  the  channel  crooked,   but  boats  are  seldom  injured  or  de- 


270 

tained  at  this  point.  The  water  runs  with  a  strong  current,  and  is  two 
and  a  hall  feet  deep — descent  two  feet  in  one-fourth  of  a  mile.  The  ex- 
cavation of  a  small  quantity  of  separated  masses  of  rock  to  straighten 
the  channel,  and  the  removal  of  a  few  detached  rocks,  is  all  that  is  ne- 
cessary to  overcome  the  obstacles  presented  at  this  point. 

There  was  no  sand-bar  or  shoal  composed  of  gravel  and  sand  in  the 
Wabash  river,  when  the  examinations  were  made,  which  did  not  afford 
two  feet  depth  of  water  over  spaces  wide  enough  for  the  egress  of  boats;' 
and  from  the  unusual  prevalence  ol  drought  the  river  cannot  reasonably 
be  expected  to  be  found  in  a  lower  stage. 

The  locations  of  the  sand- bars  are-First:  A  sand-bar  between  Graysville 
and  New-Harmony,  opposite  Black's  and  head  of  Fox  river.  Second: 
Gravel  and  sand-bar,  short  distance  below  the  head  of  New-Harmony 
cut-ofF.  Third:  .Winder's  bar,  near  the  foot  of  the  cut-off,  formed  of 
light  sand.  Fourth:  Sand  and  gravel  bar  one  and  a  half  miles  below  the 
Grand  Chain,  Fifth:  Sand  and  gravel-bar  at  Wright's,  above  mouth  of 
Little  Wabash.  Sixth:  Skidmore's  bar,  composed  of  sand,  three  miles 
above  the  mouth  of  the  Ohio. 

On  no  other  points  would  there  have  been  difficulty  in  navigating 
boat?  of  two  and  a  half  and  probably  of  three  feet  draught. 

Some  laws,  or  general  principles,  appear  to  govern  the  deposition  of 
the  sand  and  earthy  matter  throughout  the  whole  extent  of  the  river. 

In  portions  of  it  where  the  bed   is  serpentine,  as    compared    with  its 

feneral  direction — where  the  current  near  the  bottom  of  the  river,  in 
cods,  is  forced  by  the  direction  of  the  banks  to  pursue  courses  varying 
and  diverging  from  the  general  course  of  the  current  near  the  surface, 
which,  by  overflowing  the  banks,  moves  in  a  straighter  direction — the 
revulsion  of  the  water  against  the  banks  near  the  the  bottom,  by  com- 
municating a  boiling  agitation  to  the  great  mass  of  the  current,  operates 
with  so  much  effect  on  the  light  material  of  the  bed  of  the  river,  that,  in 
all  such  portions,  the  Wabash  has  a  depth  from  six  to  ten  feet.  Shoals 
are  nowhere  found  in  the  bends  of  the  river  nor  where  its  width  is  com- 
pressed into  less  than  700  feet. 

Large  quantities  of  sand  and  eartb  arc  carried  down  in  the  floods  and 
deposiited  on  the  bars.  The  abrasion  of  the  banks  takes  place  at  the  bot- 
tom of  bends  where  they  stand  perpendicularly  to  ihe  surface.  Sloping 
banks  do  not  wash.  Bars  that  are  formed  on  one  side  of  the  river,  and 
which  are  slightly  elevated  towards  the  bank,  become  places  of  deposite 
for  the  sand  and  earth  removed  in  floods. 

W^herever  the  water  runs  over  a  bed  inclined  towards  one  of  its  banks, 
the  bank  so  situated  is  operated  on  by  the  water  lying  against  it  in  a 
wedge-like  shape;  the  bottom  is  then  undermined — the  incumbent  mass 
falls  in;  and  as  the  specific  gravity  of  the  alluvial  formation  of  the  banks 
exceeds  but  slightly  that  of  the  water,  it  is  easily  removed  to  the  place 
where  it  subsides. 

Those  bars  which,  from  any  cause,  obtain  but  a  slight  elevation  on  the 
side  next  the  shore,  increase  rapidly  in  height  and  size.  The  highest 
bars  receive  the  largest  additions  of  the  annual  deposites,  and  appear  as 
if  they  must  increase  in  size  and  encroach  on  the  opposite  bank  until,  in 
their  turn,  they  will  be  cut  off  by  the  bends  above  and  below  them. 
The  channels  on  the  flat  sandy  bars  change  frequently  from  one  side 


271 

to  the  other  of  the  river,  but  seldom  change  position  in  the  direction  of 
the  stream.  The  bars  near  the  head  of  the  Harmony  cut-otf,  at  Win- 
clefs,  at  the  mouth  of  Little  Wabash,  and  at  Skidmore's,  although 
wholly  termed  of  sand  and  gravel,  have  been  situated  on  their  present 
positions  since  the  navigatio-^  of  the  river  has  been  known.  The  shape 
of  the  banks  govern  the  deposites  which  form  the  bars;  in  other  places 
and  parts  of  the  river,  the  floods  wash  out  and  keep  clear  channels  of 
greater  depth. 

These  principal  constituents  of  the  character  of  the  Wabash,  are  be- 
lieved to  be  w^ell  defined,  easily  ascertained,  and  such  as  present  them- 
selves to  an  ordinary  observer. 

It  remains  to  add  that  this  portion  of  the  Wabash  is  navigable  for 
boats  drawing  five  to  six  {eet,  in  ordinary  seasons,  for  six  months  in  the 
year,  (from  December  to  the  first  day  of  June;)  and  in  that  period  it  is 
frequently  navigated  by  the  largest  boats  which  are  used  on  the  Ohio. 
And  in  relation  to  the  prominent  features  of  the  country  through  which 
this  portion  of  the  Wabash  extends — that  its  immediate  valley  is  from 
three  to  seven  miles  wide,  of  low  rich  land  of  the  lightest  kind  of  alluvial 
soil,  mostly  overflowed  in  the  annual  spring  floods,  and  occasionally  in- 
terspersed with  ponds,  marshes,  bayous,  and  ancient  river  beds.  Through 
this  valley  the  river  pursues  a  serpentine  course,  forming  a  scries  of  cir- 
cuitous bends,  which  alternately  approach  the  high  plateau  formed  by 
the  general  level  of  the  country  on  each  side  of  the  valley.  Across 
these  bends,  cut-ofls  are  formed  in  some  places  of  many  miles  in  extent, 
through  which,  as  at  Fox  river,  New  Harmony,  the  Little  Chain-^  and 
Black's  cut  off,  the  river  continually  flows,  discharging  no  inconsiderable 
portion  of  its  volume,  and  diminishing  the  depth  of  its  waters  on  its  own 
bed.  The  plateau  of  high  land  is  v/ashed  at  its  base,  on  the  Illinois  side, 
at  Mount  Carmel,  at  Coffee  island,  atM'Creary's  bluffs,  and  at  the  Little 
Chain.  On  the  east  side,  the  high  lands  only  reach  the  Wabash  at  New 
Harmony  and  the  Grand  Chain.  The  banks  of  the  Wabash  to  the  Little 
Chain  are  ordinarily  twenty-one  feet  in  height  above  low  water.  The 
spring  floods  usually  reach  near  their  tops,  and,  at  intervals  of  a  few 
years,  they  rise  six  or  seven  feet  over  them;  so  that  the  greatest  differ- 
ence between  high  and  low  water  is  about  twenty-seven  feet.  Below 
the  Little  Chain,  the  floods  of  the  Ohio  influence  the  current,  banks,  and 
bars  of  the  Wabash;  the  banks  are  higher,  and  in  times  of  the  greatest 
rises  of  water  more  deeply  overflowed.  The  sand-bars  are  more  frequent 
and  are  less  in  conformity  with  the  principles  which  appear  to  govern 
their  deposition  in  the  upper  portion  of  the  river;  although  there  is 
not  such  a  departure  from  them  as  would  warrant  a  dilference  in  the 
plans  of  improvement  which  might  be  adopted  to  overcome  the  impedi- 
ments they  oppose  to  the  navigation  of  the  river.  The  line  of  high 
water  mark  below  the  Little  Chain  increases  from  27  to  50  (eet  The 
cut-ofls  appear  to  b,e  easily  susceptible  of  enlargement,  as  at  Black's, 
where,  by  burning  and  clearing  away  the  drift  at  the  head,  and  clearing 
the  timber  from  the  banks  a  few  years  since,  by  Messrs  Gardner  and 
Mundy,  nearly  the  whole  volume  of  the  river  passes  through  it,  and  the 
old  channel  is  becoming  dry  and  rapidly  filling  up  with  sand.  No  evi- 
dences of  cut-offs  being  recently  formed   have  been  ascertained. 


-  1.75 

1.47 

5.75 

1.48 

1.00 

:?.o9 

y  the 

31 

-      14-33 

3.33 

0.17 

11.00 

6.00 

2.50 

0.22 

1.00 

0.84 

7.01 

0.69 

0.50 

3.86 

5.00 

1.14 

1.33 

3.39 

1.50 

2.41 

3.00 

2.57 

1.25 

1.29 

10.33 

7.71 

1.00 

1'09 

2.50 

6.19 

90.74 

57.94 

39'2 

Distance — miles.     Descent — feet. 
The  descent  of  the  Wab-ish  from  the  foot  of  the 
Grand  rapids  to  the  foot  of  White  river  rapids 
To  foot  of  Coffee  island  rapids 

foot  of  Coffee  island  rapids 

mouth  of  Black  river  by  the  Big   bayou,  184  by  the 
Wabash  .... 

head  of  cut  off  at  New-Harmony    - 

foot  of    do    by  cut-off  two  miles  by  river  - 

Warrick's  ripple  ... 

foot  of    do.  -  .  .  . 

head  of  Grand  Chain 

foot  of  the  Grand  Chain 

head  of  the  Little  Chain     - 

head  of  Black's  cut-off 

foot  of  do.     -  - 

head  of  Wright's  bar 

foot  of         do.         ... 

head  of  Skidmores'  bar 

foot  of       do.  -  -  - 

mouth  of  the  Wabash 


The  peculiar  elements  in  the  character  of  the  lower  valley  of  the  Wa- 
bash, in  its  light  alluvial  soil,  great  extent  of  country  overflowed,  large 
amount  of  deposite  carried  along  its  current  in  floods,  and  liability  to 
change  its  bed,  especially  if  the  current  to  any  considerable  extent 
should  be  impeded,  preclude,  it  is  believed,  the  plan  of  slacking  the  cur- 
rent of  the  river  by  a  continuous  series  of  dams,  locks  and  pools;  the  lia- 
bility of  the  latter  to  become  so  filled  with  sand  as  to  force  the  waters 
into  a  new  channel,  and  leave  the  works  on  dry  land,  is  too  great  to 
warrant  their  construction.  An  examination  of  the  river  will  hardly 
fail  to  convince  the  most  sceptical  that  there  are  not  many  places  in  the 
Wabash  from  White  river  to  the  Ohio,  in  which  the  sand  is  deposited  so 
as  to  form  shoals  in  the  river;  these  occur  only  under  projecting 
points,  and  on  the  lower  terminations  of  long  straight  reaches,  and  that 
where  the  whole  volume  of  the  river  is  reduced  to  6  or  700  feet  in  width. 
On  a  sand  or  gravel  bar,  there  is  always  a  sufficient  depth  of  water,  and 
further,  that  although  the  channels  over  these  sandy  bars  or  shoals  are 
changing  always  from  side  to  side  of  the  river,  they  seldom  change  in. 
the  direction  of  the  stream.  Sand  bars  were  known  at  the  principal 
points  where  they  are  now  situated  from  the  earliest  knowledge  of  the 
country.  Such  being  the  fact  in  relation  to  the  valley  of  the  Wabash, 
to  obtain  a  sufficient  depth  of  water  on  the  sandy  shoals  of  the  river,  the 
plan  of  narrowing  the  channel  seems  to  be  pointed  out  as  an  efficient 
remcd}^  The  same  mode  is  proposed  for  the  rock-bars  at  the  mouth  of 
White  river,  Coffee  island,  and  at  Warrick's  ripple,  only  narrowing  the 
bed  of  the  river  in  a  ratio  to  its  fall,  so  that  with  the  removal  of  detached 
rocks,  projecting  points,  and  a  slight  excavaiion  of  others  which  lie  in 
place,  three  feet  water  may  be  obtained. 


273 

At  the  Grand  Chain,  surveys  for  a  canal  across  the  narrow  point  of 
land  were  made  to  form  a  channel  for  the  river  which  would  avoid  the 
rocky  bar  of  the  current.  Surveys  were  made  for  wing  dams  also,  but 
on  the  mature  comparison  of  costs  and  results,  excavating  a  channel  for 
a  short  distance  beside  the  pier  erected  by  Messrs.  Gardner  and  Mundy, 
was  supposed  to  be  cheapest  and  best  adapted  for  that  object  in  view. 

The  water  fell  4  lectin  the  length  of  500,  at  the  extreme  low  stage  of 
the  river,  when  the  examinations  were  made.  The  rock  over  which  this 
descent  occurs,  extends  about  500  feet  up  and  down  the  stream,  and  at 
each  extremity  breaks  abruptly  into  deep  water.  Over  this  ledge  of 
I'ock  the  current  runs  with  great  violence,  and  has  a  channel  partially- 
excavated  beside  the  pier,  varying  in  depth  from  two  to  four  feet,  except 
on  a  single  point  of  rock  towards  the  upper  part  of  the  excavation,  which 
has  not  more  than  seventeen  inches  on  its  surface. 

The  pier  referred  to  was  built  by  Messrs.  Gardner  and  Mundy,  Com- 
missioners of  Indiana  and  Illinois,  is  a  strongly  framed  series  of  wooden 
cribs  of  square  timbers  tilled  with  stone,  900  feet  long,  10  feet  wide,  and 
supposed  9  feet  high.  A  channel  in  the  rock  was  partially  excavated,  but, 
owing  to  a  rise  in  the  waters,  the  excavation  on  the  up  stream  side  of 
the  rock  was  not  completed. 

The  plan  proposed  is  to  excavate  a  channel  3i  feet  deep  into  the 
upper  part  of  the  rock,  and  75  feet  wide,  to  diminish  the  fall  and  lessen 
the  velocity  of  the  current.  No  injurious  effects  are  apprehended  of  les- 
sening the  dcjjth  of  water  at  Warrick's  ripple,  the  first  shoal  seven  miles 
above.  The  river  is  deep  botween  those  places,  and  the  quantity  of 
water  flowing  in  the  Wabash  is  too  great  to  be  influenced  that  distance 
by  an  excavation  of  much  greater  dimensions. 

The  levees  or  wing-dams  will  be  formed  of  timber  bolted  to  the  rocks, 
and  filled  wiih  stone  in  all  places  where  rock  foundations  can  be 
found,  similar  to  those  erected  by  Messrs.  Gardner  and  Mundy.  On 
such  positions  as  have  sand  and  gravel  foundations,  small  trees  and 
brush  in  the  first  place  will  be  laid,  closely  packed,  two  feet  thick,  and 
extending  two  feet  on  each  side  beyond  the  embankment.  On  this  a 
bank  of  gravel  6  feet  wide  at  top,  with  slopes  of  one  and  three  quartefs 
feet  to  one  of  perpendicular  rise,  will  be  laid  and  carried  up  within  two 
feet  of  the  required  height  of  the  embankment;  over  the  gravel,  a 
course  of  rubble  stone  protection,  covering  every  part  of  it,  will  be 
placed  2  feet  thick  to  presei've  the  gravel  from  the  effects  of  the  current 
and  floods.  The  levees  or  wing-dams  will  be  built  of  sufficient  length  to 
have  .their  direction  parallel  with  the  course  of  the  current,  so  as  to  op- 
pose the  least  resistance  to  its  motion,  and  consequently  present  the  least 
hazard  for  boats  to  lodge  on  and  receive  injury  from  them.  They  are 
planned  to  give  a  mininum  depth  of  three  feet,  and  to  rise  from  1  to  2 
feet  above  the  lowest  stage  of  the  water,  for  security  against  ice-floods, 
as  well  as  to  present  the  least  impediments  to  boats  in  the  ordinary  navi- 
gable stages  of  the  water. 

In  devising  modes  for  the  effectual  navigation  of  the  Wabash,  some 
difficulty  Occurs  in  determining  the  depth  of  water  which  shall  be  pro- 
vided for  that  purpose.  For  three  months  in  the  year,  there  is  not  com- 
monly in  the  Ohio  river,  above  and  below  its  confluence  with  the  Wa- 
bash, for  boats  over  the  bars,  more  than  from  2  to  2i  feet  water,  and  this 


274 


season  less  than  two  feet;  and  this  depth  serves  for  the  navigation  of  the 
river  for  small  steamboats,  and  for  the  descending  flatboat  trade. 

Two  feet  water  in  the  Wabash,  at  all  times,  can  be  obtained  at  a  small 
amount  of  cost.     The  improvcmenis  for  that  purpose  are  estimated — 
For  pier  and  wing-dams  at  Coflee  island,  to  give  3  feet 

water,  .-----  $14,596   i'i 

Removini^  loose  rocks  at  Warrick's  ripple,       -  -  1,500  00 

Improving  Grand  Chain  for  3  feet  water,  -  -  4,355  00 

Removing  rocks  from  Little  Chain,  do.  -  -  1,500  OO 

Removing  snags  from   river,  including  snag-boats  and 

machinery,  ...  -  18,880  OO 


Add  25  per  cent,  for  risk,  in  uncertainty  of  river,  for, 

superintendence,  &c.  -  -  -  -  10,'207 


40,831    12 
10,207  78 

$-51,038  90 

The  sand  bars,  as  before  remarked,  have  channels  over  them  suffi- 
cient for  the  passage  of  boats  drawing  2  feet  water;  and  if  these  chan- 
nels were  indicated  by  buoys,  or  staked  off,  as  they  will  be  when  a  den- 
ser population  increases  the  trade  of  the  river,  no  difficulty  would  occur 
in  passing  boats  of  that  draught  in  any  season  of  the  year.  This  plan  oi 
improvement  would  have,  liowever,  no  reference  to  the  sand-bars  or 
shoals,  which  would,  it  is  believed,  retain  that  depth,  from  the  fact  that 
2  feet  was  the  mininum  of  the  channel  in  so  many  places  over  the  highest 
bars — and  years  of  equal  drought  with  1838  will  rarely  occur. 

To  provide  for  a  depth  of  3  feet  water  in  the  Wabash,  from  the  Grand 
rapids  to  the  Ohio,  the  following  works  would  be  necessary,  which  are 
estimated  to  cost: 

For  pier  on  the  Rock  ripple,  at  the  White  river  bar, 
1,460       feef  long,  10  feet  wide,  and  6  feet  high,  -         $8,560  OO 

3,200       feet  wing-dam  and  piers  at  Coffee  island  14,596  12 

4,213       feet  wing-dam  at  head  of  Fox  river,  -         25,34196 

224       feet  dam  across  the  New  Harmony  cut-off,  -         11,696  78 

6,045.70  feet  wing-dam  at  head  of  do.       -  -         28,024  99 

,815.26  feet  wing-dam  at  Winder's  bar  -  -         25,379  32 

4,175       feet  piers  and  wing-dams  at  Warrick's  ripple      -         27,487  97 

Excavation  of  rock  at  Grand  Chain  -  4,355  00 

2,600       feet  length  wing-dam  on  sand-bar  below  -         11,079  78 

Rock  excavation  at  Little  Chain  -  1,500  00 

9,033.42  feet  wing-dams,  sand-bar  at  Wright's  above 

Little  Wabash  ....        35,085  59 

193,107  51 


275 

Amount  brought  forward,         -  $'193,107  51 

4,92-       feet  wing-dam  at  Skidmore's  bar  -         17,368  34 

Removing  snags,  (including  boats  and  machi- 
nery) -  .  .  -         .  18,880  00 
Short   dams   across   the  head  of  Fox  river 
bayou,  and  bayou  at  head  of  Little  Chain, 
supposed  to  cost  each  f  3,500,          -        -  7,000  OU 

|236,355  85 
Add   25  per  cent,   for  risk,  uncertainty  of 

river,  and  superintendence,  -        -  59,088  96 

$295,444  81 


On  the  other  portions  of  the  river,  there  was  water  sufficient  for  boats  of 
3  feet  draught,  but  unless  the  river  should  be  leveed  in  it°  whole  length, 
and  its  banks  compressed  into  narrower  bounds,  a  navigation  of  more 
than  3  feet  cannot  be  obtained.  Confidence  is  felt  that  wing-dams  or 
levees  so  constructed  that  they  will  oppose  the  current  but  slightly,  will  be 
permanent,or  at  least  preserve  their  position  and  utility  for  along  period. 

This  opinion  is  strengthened  by  the  facts,  that  where  the  current  is 
rapid,  piers  of  limbers  bolted  to  the  rocks  will  be  used,  and  the  embank- 
ments will  be  formed  at  places  where  the  current  will  be  gentle  and 
where  there  is  a  tendency  already  for  the  deposition  of  the  sands;  logs 
lodged  on  the  bars  are  seen  nearly  buried,  the  water  neither  washing  on 
their  lower  sides,  nor  under  them;  nor  have  the  wing-dams,  piers,  or 
rubble  vvalJs  placed  in  the  river  by  Messrs.  Gardner  and  Mundy  a  few 
years  since,  been  removed. 

The  question  naturally  suggests  itself,  that  if  the  sand  and  earth  be 
washed  out  of  the  channels  by  these  wing-dams,  new  deposites  will 
be  formed  immediately  below  them,  equally  as  injurious  as  those  which 
are  proposed  to  be  remedied.  The  formation  of  the  bars  appears  to  de- 
pend on  ihe  shape  of  the  banks;  and  where  these  are  so  situated  that 
they  now  nifluence  the  waters  to  scoop  out,  and  keep  clear,  sufficient 
channels — their  form,  the  light  material  of  the  bed  of  the  river,  with  the 
ease  with  which  it  is  moved,  are  relied  on  to  continue  the  same  effiscts 
until  the  relative  position  of  the  banks  are  essentially  changed;  which 
is  not  often  brought  about  by  sudden  transitions,  but  ordinarily  is  the 
work  of  time. 

The  general  outlines  of  rivers  are  slowly  changed,  and  the  causes 
which  influence  the  deposition  of  the  earth  and  sands  moved  by  their 
currents,  still  more  so.  For  where  bars  were  forming  on  one  side,  and 
the  perpendicular  bank  on  the  opposite  shore  was  washing  away,  the 
inclined  plane  of  the  bed  of  the  river  in  its  transverse  direction,  which  is 
necessarily  maintained  during  that  operation,  would  always  preserve  a 
sufficient  depth  of  water  under  the  washed  shore,  and  must  so  continue 
until  new  bends  were  formed.  It  therefore  follows  that  the  same  causes 
which  influence  a  current  to  deepen  particular  places,  though  not  en- 
tirely permanent,  (as  nothing  depending  on  the  banks  and  beds  of  rivers 
strictly  can  stand  in  that  relation,)  they  are  nevertheless  subject  only  to 
gradual  changes,  too  slow  in  their  progress  to  afford  a  reasonable  ground 
to  abandon  a  plan  of  improvement  for  objections  based  alone  on  that 
consideration. 


276 

To  confine  the  banks  of  streams  within  narrower  beds  than  thej  form 
for  themselves,  is  no  new  operation  in  the  history  of  the  transactions  of 
man.  Rivers  which  overflow  their  banks,  as  they  become  densely  set- 
tled, are  uniformly  leveed  to  reclaim  low  grounds  and  prevent  the  ex- 
pansion of  floods.  Experience  proves  that  artificial  levees,  made  in  a 
very  ordinary  manner,  confine  the  waters  of  rivers  with  as  much  cer- 
tainty, and  with  no  greater  expense,  than  waters  are  confined  within  the 
banks  of  a  canal.  Artificial  embankments  are  the  improvements  which 
ultimately  obtain  on  all  rivers  having  a  dense  population  on  rich  over- 
flowed lands.  Such  has  been  the  condition  of  the  Nile  from  time  imme- 
morial—the condition  of  the  Po  and  Adige  of  Italy,  for  centuries  past — 
the  condition  of  nearly  all  the  rivers  in  Europe,  and  of  the  Mississippi, 
and  partially  so  of  many  others  in  the  United  States.  The  improve- 
ment for  deepening  the  channel  of  the  Hudson  near  Albany  is  of  this 
character,  and  has  been  persevered  in  for  years.  Embankments  for  le- 
veing  riv,ers  have  been  very  permanent,  and  have  resisted,  with  success, 
those  varymg  changes  which  rivers  in  their  natural  state  constantly  un- 
dergo. 

It  is  not  overlooked  that  the  experience  of  the  country  in  many  places 
is  against  the  use  of  wing-dams  for  the  improvement  of  rivers;  and 
where  they  have  been  erected  with  reference  only  to  deepening  par- 
ticular bars,  so  soon  as  these  have  been  washed  away,  others  have  fre- 
quently been  formed  above  and  below  them;  and  when  constructed  so  as 
to  much  oppose  the  course  of  the  current,  the  water  has  dammed  on  the 
upper  side,  and  in  falling  over  undermined  the  lower,  occasioned 
breaches,  pLirtially  destroying  the  works,  leaving  portions  of  them  stand- 
ing their  full  height  to  the  hazard  of  boats  in  medium  floods.  These 
objections  are  entitled  to  great  weight,  and  it  must  be  admitted  that,  on 
the  western  waters,  where  much  of  the  trade  is  carried  on  in  flatboats 
coming  from  long  distances,  in  which,  from  the  nature  of  the  business, 
pilots  cannot  be  employed,  nor  the  navigators  intimately  acquainted 
with  the  country  or  the  river,  the  natural  beds  of  the  streams,  in  half 
floods,  are  better  than  any  plan  of  improvement  which  can  be  devised; 
but  as  the  great  object  of  improvements  is  to  provide  for  the  dry  seasons 
of  the  year,  this  objection  must  yield  to  that  higher  consideration,  it  is 
with  due  deference  submitted,  that,  on  the  plan  of  improvement  propos- 
ed, these  objections  lose  much  of  their  force  from  the  great  length  of  the 
works  erected  with  direct  reference  to  the  shape  of  the  banks  and  course 
of  the  currents,  which  secures  them  in  a  great  degree  from  being  under- 
mined, and  lessens  as  much  as  possible  the  liability  of  boats  lodging  on 
and  being  injured  by  them;  and  makes  the  proposed  works  more  as- 
simulated  in  character  with  the  levees  used  on  large  rivers  than  to  the 
wing-dams  with  which  they  are  now  compared. 

It  is  not  supposed  that  the  works  contemplated  will  partake  of  such 
permanency  of  character  as  to  last  ages  without  repair;  like  the  banks 
of  a  canal,  they  will  doubtless  be  subject  to  breaches,  and  require  atten- 
tion and  labor  for  their  preservation.  The  practice  and  experience  of 
the  world  warrant  the  inference  that  a  fair  title  for  durability  may  be 
claimed  for  them;  and  situated  as  they  will  be  on  the  alluvial  bed  of 
the  river  brought  there  by  the  waters  in  their  natural  current,  the  infer- 
ence is  equally  clear  that,  when  additional  velocity  is  communicated  to 


277 

it,  by  reducing  its  width,  the  light  materials  of  the  bars  will  readily  be 
removed,  and  channels  formed  of  as  great  depth  as  the  navigation  of 
the  river  will  require. 

The  plan  of  increasing  the  depth  of  water  on  the  sand-bars  contem- 
plates, also,  dams  across  the  cut-offs,  so  that  the  whole  volume  of  the 
river  may  be  confined  to  its  natural  bed.  The  cause  of  the  bar  near  the 
head  of  the  New  Harmony  cat-otfis  occasioned  by  the  diversion  of  the 
waters  of  the  Wabash  into  the  large  bayou  called  Fox  river,  and  the 
water  which  is  discharged  through  the  New  Harmony  cut-off.  It  is  in- 
tended to  dam  the  Fox  river  at  its  head— the  New  Harmony  cut-off  on 
the  rock  bottom  near  the  mill,  and  thus  restore  the  current  to  its  an- 
cient channel. 

The  cutoffs  straighten  the  direction  of  the  river,  but,  on  that  account, 
do  not  render  any  advantage  to  the  navigation  in  low  stages.  The  part 
of  the  river  the  most  crooked  is  between  CofJbe  island  and  New  Harmo- 
ny, and  there  the  river  has  the  greatest  depth. 

The  descent  of  the  river  is  about  eight  inches  per  mile,  taken  in  its 
whole  extent;  and  90  miles  in  length.  The  cut-offs  and  bayous  through 
which  the  water  flows  in  floods  is  not  one-half  of  that  distance.  If  the 
river  was  confined  to  these,  its  velocity  would  be  so  much  increased  that 
the_  channel  would  have  to  be  very  narrow  to  afibrd  water  for  the  navi- 
gation oi  boats.  It  is  not  sound  policy  to  use  the  bayous  and  cut-offs 
tor  that  purpose;  they  cannot  give  any  advantages  in  dry  seasons,  and 
are  objectionable  on  account  of  the  river  being  the  boundary,  for  about 
2UU  miles  ol  its  course,  between  Illinois  and  Indiana.  The  borders  of  the 
river  are  tilling  with  a  population  with  great  rapidity,  and  towns,  trade, 
and  capital  increasing  in  size,  extent,  and  value.  Slight  additional  aid 
given  in  clearing  dritt  and  timber  from  heads  of  bayous  and  deep  bends, 
would  be  sufficient,  in  more  than  one  place,  to  alter  the  river  for  miles 
in  extent  in  both  states,  and  leave  towns,  where  there  has  been  an  ac- 
cumulation of  capital,  destitute  of  the  navigation  which  induced  its  loca- 
tion. Good  faith  and  the  comity  due  adjoining  States  poin^  to  the 
necessity  ot  early  arresting  these  changes  in  the  bed  of  the  Wabash,  to 
preserve  the  equality  of  the  benefits  between  respective  places,  and  the 
good  feeling  of  their  citizens. 

The  plan  of  improving  the  rock  bars  alone  and  clearing  out  the 
snags  would  De_  of  immense  advantage  to  the  country  bordering  the 
Wabash;  and  with  the  two  feet  water  which  it  would  afford  in  seasons 
when  the  stage  of  the  river  would  be  as  low  as  in  1838,  which  would 
not  olten  occur,  flat-boats  c-uld  descend  at  all  times,  and  steamboats  of 
light  draught,  except  impeded  by  ice,  could  navigate  the  river  at  all  pe- 
riods of  the  year.  It  is  free  from  the  objections  of  want  of  permanen- 
cy, and  hazard  oi  being  r.^ndcred  comparatively  useless,  by  changes  and 
new  formations  of  the  river.  It  would  connect  equally  navigable po?  lions  of 
the  WahasJi,  and  can  he  constructed  for  an  inconsiderable  sum,  compar- 
ed with  the  benefits  it  would  secure  to  the  citizens  of  the  two  States! 

1  he  plan  of  making  the  improvement  for  three  feet  water  to  the  foot 
ot  the  brand  rapids  recommends  itself  as  afibrding  a  navigation  at  all 
times  equal  to  the  exigencies  of  the  country;  has  the  advantage  of  arrest- 
ing the  further  progress  of  the  bayous  which  may  hereafter  become  sub- 
jects of  irritability  between  the  two  Stales,  and  of  rendering  the  naviga- 


I 


278 

tion  quite  as  good  as  the  present  state  of  the  navigation  of  the  Ohio; 
and,  from  the  benetits  which  it  would  secure  to  their  citizens,  would 
form  a  subject  worthy  of  the  enterpiize  and  co-operation  of  Illinois  and 

The  (Greatest  depth  of  water  which  can  be  obtained,  at  any  reasonable 
cost  b/ improving  the  channel  of  the  Wabasli,  is  three  feet.  This  was 
not  supposed  sufficient  to  answer  the  requisitions  of  the  instructions  re- 
ceived, nor  such  as  would  comply  with  the  statute  o(  the  State  of  Indiana 
authorizing  the  survey,  and  the  intimation  given  in  it  for  the  examina- 
tion of  the  canal  route  located  by  P.  Von  Smith,  Esq.,  at  the  instance  of 
the  citizens  of  Posey  county.  So  soon  as  the  examinations  of  the  river 
were  completed,  the  survey  of  the  canal  route  was  commenced. 

Until  the  report  of  Mr.  Von  Smith  came  to  hand,  which  was  at  a  late 
period  in  the  river  surveys,  it  was  supposed  that  the  Wabash  at  New 
Harmony,  with  the  aid  of  a  deep  cut,  would  command  the  summit  be- 
tween that  place  and  MountVernon,  on  the  Ohio  river.  This  was  not  the 
ca«e,  the  Wabash  lying  too  low  for  that  purpose. 

The  point  on  the  Wabash,  indicated  by  the  levels  for  a  feeder  to  supply 
this  canaLis  at  Coffee  isb.nd,  six  miles  below  the  Grand  rapids.  Big  creek 
was  o-uaged  and, found  to  discharge  less  than  300  cubic  teet  per  minute. 
IndiSi  creek  and  Pvush  creek,  if  not  entirely  dry,  could  only  be  said  to  run, 
and  were  useless  as  feeders.  No  situation  well  calculated  for  a  reservoir 
on  Bi^  creek  was  perceived;  which,  with  the  doubts  of  the  propriety  ot 
reiving  on  such  mode  to  supply  so  large  a  canal,  (l9  miles  long,  with 
locka^?e  both  sides  of  the  summit,)  and  the  consideration  that  much  ot  the 
benefits  accruing  from  the  work  would  be  from  the  water-power  it 
would  create,  determined  the  necessity  of  obtaining  the  supply  trom  the 

Wabash.  ,  ,.   •  •  rpi 

This  route  of  canal  divides  itself,  naturally,  into  three  divisions.  1  he 
first  or  northern  division  embraces  the  deep  excavation  occasioned  by 
sinkino-  a  feeder  five  feet  below  the  surface  of  the  Wabash  in  alow 
stage,  and   extends  from  the  head  of  Coffee  island    to  Black    river,  18 

™The  middle  division,  from  Black  river  to  Chainville,    in  common  cut- 

'"  The  slS'uthern  division,  from  Chainville  to  Big  creek,  Indian  creek,  the 
summit,  and  to  Mount  Vernon,  1 1  miles. 

In  one  respect.  Coffee  island  is  an  unfavorable  point  for  a  feeder  or 
the  junction  of  a  canal  with  the  river.  The  high  and  ot  the  level  coun- 
trv   for  over  10  or  12  miles  above  the  mouth  ot  White  river,  docs  not  - 


proach  its  southwestern  bank,  or  the  bank  ot  theWabash,  until  it  arrives 
near  New  Harmony,  and  forms  a  plain  embracing  the  mouths  of  the 
White  and  Patoka  rivers,  more  than  30  miles  long  and  from  hve  to  seven 
broad  which  is  ordinarily  overflowed  from  7  to  lO  feet  deep.  It  is  more 
than  five  miles  wide  at  Coffee  island,  and  the  nearest  direction  to  the 
hieh  laud  is  almost  at  right  angles  with  the  course  ot"  the  canal. 

The  lower  part  of  this  plain  is  drained  by  the  Big  bayou,  which  Ic-aves 
theWabash  about  six  miles  below  Coffee  island,  and  running  a  southerly 
course  ten  and  half  miles,  is  discharged  into  the  Wabash  one  and  halt 
miles  above  Black  river.  ,  ,    ,   •  .-.,.  tn 

The  waters  of  this  immense  plain  are  too  accumulated  m  quantity  to 


279 

be  taken  into  a  canal  or  passed  under  it,  and  it  is  objectionable  to  have 
it  flow  for  miles  between  the  canal  and  the  high  plain  at  the  base  of 
which,  after  leaving  the  Wabash,  the  canal  must  be  located. 

A  bayou  discharging  itself  into  the  Wabash  a  short  distance 
below  the  head  of  the  canal,  carries  off  the  waters  on  the  subsid- 
ence of  the  floods  from  the  low  grounds  between  the  high  lands  border- 
ing the  valley  and  the  bank  of  the  river.  A  ditch  29  chains  long  will  be 
necessary  to  turn  its  channel  into  the  Wabash  above  the  canal.  Fur- 
ther explorations  may  make  it  necessary  to  extend  ditches  from  this 
bayou  to  drain  the  waters  intercepted  on  the  low  plain  by  the  bank  of 
the  canal;  but,  if  any  such  necessity  exists,  the  expense  of  forming  the 
drains,  from  the  surveys  which  have  been  made,  will  be  inconsiderable, 
and  no  provision  is  made  for  them. 

The  dimensions  of  the  canal  which  are  here  estimated  are,  for  the  least 
width  at  surface  of  water,  52  feet,  width  at  bottom,  344  feet,  with  spaces 
at  all  places,  once  in  half  a  mile,  where  the  banks  are  not  sufiiciently 
apart,  of  lOO  feet  wide,  for  steamboats  to  pass  each  other;  the  banks 
not  less  than  eight  feet  high;  the  slopes  on  both  sides,  as  well  as  the 
canal,  of  one  and  three-fourths  feet  base  to  one  foot  perpendicular  rise; 
the  tow-path  ten'  feet  wide  at  top,  the  berm  bank  six  feet;  the  locks 
38  feet  wide  and  175  feet  long  in  the  chambers;  water-way  of  aqueduct, 
42  feet  wide;  and  the  bridges  built  with  draws,  to  turn  on  a  pivot  with 
a  rack  and  pinion,  to  open  for  the  passage  of  boats. 

The  first  eight  miles  from  the  Wabash  will  be  very  expensive,  and 
there  would  be  not  more  than  ,^44,000  additional  cost  in  changing  the 
plan,  by  raising  the  level  of  the  canal  six  feet  by  a  dam  across  the  Wa- 
bash, at  the  lo-werend  of  Coffee  island,  nine  feet  high — the  dam  provi- 
ded with  a  lock  for  the  passage  of  steamboats  in  the  Wabash;  and  the 
lock  of  six  feet  lift  added  to  the  canal. 

More  perfect  surveys  and  examinations  may  find  this  the  least  expen- 
sive mode;  and  from  the  fact  of  its  forming  the  best  improvement  for  the 
CoflJee  island  rapids  and  the  rapids  at  White  riVer,  it  presents  a  strong 
reason  for  the  construction  of  the  canal  as  well  as  the  change  of  plan. 

In  making  the  comparison,  the  dam  and  steambont  lock  on  the  river, 
and  the  six  feet  lock  on  the  canal,  were  estimated  at  ,f)305,000. 

It  is  not  contemplated  that  the  proposed  canal  will  command  the 
steamboat  trade  except  at  times  of  low  water.  Its  want  of  width  and 
the  necessity  of  using  horses  to  tow  the  vessels  will  give  the  preference 
to  the  river  when  it  can  be  used.  The  nature  of  the  trade  will  hardly 
permit  steamboat  owners  to  have  relays  of  horses  on  the  line  of  the 
canal;  these  must  be  hired,  which  will  increase,  in  some  measure,  the 
hazards  of  delay. 

A  steamboat  canal  on  the  margin  of  the  Wabash  should  be  six  feet 
deep  and  lOO  feet  wide,  with  the  banks  paved  with  stone,  so  that  boats 
might  pass  each  other  at  all  places,  and  be  propelled  by  steam.  Such  a 
canal,  with  a  dam  and  lock  at  Coffee  island  sufficiently  high  to  raise  the 
water  four  feet  on  the  rapids  at  the  mouth  of  White  river,  would  be  an 
effectual  improvement  of  the  Wabash  from  the  Ohio  to  some  15  or  20 
miles  above  the  Grand  rapids.  Its  cost,  however,  places  such  a  work 
out  of  the  question.  It  could  not  be  constructed  for  less  than  three  and 
a  half  millions  of  dollars. 


280 

The  plan  of  the  work  proposed,  although  not  perfect  as  regards 
the  navigation  of  steamboats,  is  well  calculated  for  the  trade  of  the 
country.  Its  size  will  render  the  freights  cheaper  than  thej  could  oth- 
erwise be  on  a  canal  of  less  dimensions,  and  it  also  combines  the  advan- 
tage of  affording  a  tolerable  mode  for  the  business  of  steamboats  at  all 
seasons  of  the  }ear  when  free  from  ice. 

The  distance  between  Mount  Vernon  and  the  mouth  of  the  Ohio,  by 
the  map,  is  19  miles,  and  the  distance  in  the  length  of  the  voyage  from 
ihat  point  to  the  Grand  Rapids  will  be  shortened  more  than  one-half  by 
the  canal.  How  far  this  circumstance,  combined  with  its  safety,  will 
compensate  for  the  difference  between  using  it  and  the  river,  is  difficult 
to  determine,  although  it  is  clear  it  must  have  some  influence  on  the 
business  and  the  tolls  which  will  be  received. 

After  leaving  the  Wabash  the  canal  will  be  carried  near  its  bank  for 
six  and  a  half  miles  in  a  southerly  direction,  where  it  meets  the  Big 
bayou,  which  for  ten  and  a  half  miles  in  the  same  course,  by  being  slightly 
excavated  and  straightened,  will  save  half  the  cost  of  a  canal  in  the  com- 
mon level  of  the  plain.  From  the  bayou  it  passes  near  the  Wabash,  one  and 
a  half  miles  to  Black  river,  which  in  floods  swells  to  a  large  stream.  It 
lies  too  high  to  be  crossed  with  a  dam,  and  not  sufhciently  so  for  a  wood- 
en trunk  aqueduct  to  be  safe  from  floods.  The  canal  is  carried  over  this 
stream  on  a  culvert  often  semi-circular  arches  of  twenty  feet  span  to  give 
it  sufficient  water  way.  The  cost  of  this  structure  is  estimated  at  $5S,000. 
It  is  in  the  oack-water,  and  no  apprehensions  from  drift  are  entertained. 

From  Black  river  to  New  Harmony,  a  distance  of  three  and  a  fourth 
miles,  is  a  very  uniform  plain;  passing  it  the  canal  will  be  carried  along 
the  foot  of  the  bluff  bank  on  the  left  side  of  the  cut-offs,  for  nearly  one 
mile;  thence  generally  near  the  river  to  Chainville,  the  end  of  the  mid- 
dle division. 

From  Chainville  the  canal  begins  to  diverge  from  the  valley  of  the 
Wabash  by  turning  in  a  more  easterly  direction  up  the  plain  of  Big 
creek.  After  some  progress  had  been  made  in  the  surveys,  the  surface 
of  this  creek  was  found  to  be  too  low  to  admit  of  being  crossed  in  a  dam 
of  28i  feet  in  height  without  flooding  more  country  than  was  considered 
prudent  or  safe    for  the  work. 

The  level  of  the  canal  is  so  little  elevated  above  the  range  of  the  floods 
that  a  stone  aqueduct  is  here  necessary.  The  aqueduct  has  three  eliptic 
arches  of  50  feet  span  and  17  feet  high.  The  highest  floods  will  rise 
over  the  top  of  the  arch  against  the  aqueduct;  but  from  the  extent  of  the 
water-way,  the  small  descent  of  the  stream,  and  its  situation  in  the 
back-water  of  the  Wabash,  it  is  supposed  safe  from  drifts.  The  cost 
of  this  structure  will  be  |86,000. 

From  the  aqueduct  to  the  foot  of  the  ridge  dividing  the  waters  between 
the  Wabash  and  the  Ohio,  the  canal  is  taken  two  miles  on  the  south- 
western banks  of  Big  and  Indian  creeks.  In  ascending  the  ridge  the 
ascent  is  12  feet  in  one  mile;  in  the  second  mile,  it  raises  from  12  to  2l 
feet;  the  third  mile,  from  2l  to  33;  the  next  half  mile  rises  to  38  feet  and 
descends  to  33;  the  next  mile  of  the  summit  descends  to  fifteen  feet, 
which  is  the  height  of  the  plain  one  mile  from  the  locks  on  the  bank  of 
the  Ohio  river.  The  lockage  is  overcome  by  four  locks,  the  three  first 
next  the  Ohio  of  14  feet  lift,  and  the  fourth  of  15  feet  lift. 


281 

The  cost  of  the  northern  division,  1 8  miles  28  chains,  is         |932,"'250  l6 
of  the  middle  division,      I '2  miles  *i7  chains  22l,80(i37 

of  the  southern  division,   1  i  miles  l5  chains  1,065,051   22 

4t  70  S'^.^j  19.107  75 

The  route  o.nd  plan  arc  not  favorable  for  cheap  construction.  In  tak- 
ing a  feeder  from  a  large  stream  with  small  descent,  much  cost  is  una- 
voidably encountered.  To  this,  in  the  present  instance,  are  to  be  added 
the  large  size  of  the  locks,  the  necessity  for  draw-bridge?,  the  cost  of  a 
stone  aqueduct  ov(>r  Big  creek,  the  expensive  culverts  over  Black  river, 
and  a  guard-lock  33  feet  in  height,  estimated  to  cost  ,^i'J3,00l),  at  the 
head  ot  the  canal,  which,  with  the  deep  excavation  at  the  Wabash  feeder 
and  the  deep 'cut  near  the  Ohio,  swells  the  costs  much  beyond  the  price 
per  mile  for  which  canals  have  been  generally  made. 
.  It  is  proper  lo  remark  that  the  estimates  for  the  northern  and  middle 
divisions  were  made'from  the  notes  and  levels  taken  in  the  river  surveys, 
and  on  a  revision  would  be  sus(;eplible  of  improvement;  which,  to  some 
extent,  would  reduce  the  cost  of  the  work  and  shorten  the  route.  This 
remark  is  particularly  applicable  to  the  middle  division.  The  southern 
division  was  carefully  'surveyed  to  determine  the  point  of  a  feeder  from 
the  Wabash;  and  as  the  line  down  the  river  was  carried  along  the  plain 
on  which  the  upper  part  of  the  line  must  l)c  located,  (thatiact  being  de- 
termined by  tbe  course  of  the  bayou,)  a  re-survey  for  all  practicable  pur- 
poses was  unnecessary;  and  to  compensate  for  the  ditt'erence  of  costSj 
which  may  be  saved  by  a  strict  examination,  no  allowance  has  been, 
charged  for  contingencies  and  siipcrintendenco.  which  will  amount  to  a 
sum  which  will  at  least  equal  all  the  benefits  derived  from  the  final 
location. 

The  greatest  portion  of  the  expenses  of  the  canal  is  at  its  tormina* 
tions.  The  first  eight  miles,  next  the  Wabash,  are  estimated  to  cos! 
|73 1,933  48,  and  the  first  four  miles  next  the  Ohio,  .§795.037  2S. 

The  locks  and  aqueducts  are  estimated  to  be  built  of  hewn  stone,  laid 
in  hydraulic  cement. 

The  plan  and  estimates  provide  for  a  moderate  sized  basin  for  steam- 
boats at  IV'jount  Veruon,  and  a  basin  lor  mills  and  water  privileges. 

Ir.  the'reeeipt  of  tolls,  and  the  rents  derived  from  the  sales  of  tiie  water- 
power,  tht^  canal  would  have  an  advantage  over  the  improvements 
contemplated  in  tlie  chimnel  of  the  Wabash.  The  country  tijrough 
whicii  ih'.r  canal  route  passes,  in  the  greatest  part  of  its  length,  is  well 
cultivated,  rich  in  agricultural  productions,  abounds  in  timber,  and  is 
supplied  with  iron  ore,  limestone,  a, id  marble.  It  is  nearly  dcsti'ute  of 
water-power;  consequently,  its  introduction  would  be  of  imnlense  value. 

There  are  now  in  operation  in  i'osey  county  '2  steam  engines,  which 
arc  said  to  cost  their  owners  the  average  sumof  |,"2,G00  each,  or  the  gross 
sum  of  ,f24,0!J3  annually,  for  keeping  them  in  fuel.  'I'he  construction  of 
the  canal  would  create  water-power  to  an  extent  which  would  only  be 
limited  by  the  demand.  It  could  he  used  from  l?lack  river  to  Big  creek, 
as  well  as  at  the  site  at  Mount  Vernon,  where  it  would  have  a  iaii,  in 
ordinary  stages  of  the  Ohio,  of  more  than  forty  (cet. 
20 


28*2 


The  extent  of  the  manufactarcs,  now  in  Posey  county,  warrants  the 
belief  that  its  citizens  would,  soon  after  the  water  privileges  were  otter- 
ed for  sale,  become  purchasers  to  the  amount  they  now  expend  for  tuci 
on  their  mills;  and  the  facihtics  for  procuring  raw  materials,  with  the 
command  of  markets  on  or  near  the  Ohio,  would  so  induce  the 
establishments  of  emigran's  for  manufacturing  i^our,  lumber,  and  iron, 
that  five  years  would  not  elapse  before  the  rents  for  water  privileges 
would  be  worth  $'30,000  annually;  which,  with  the  tolls  received,  al- 
thoiurh  thev  will  not  be  so  large  in  amount  as  if  the  canal  was  more  re- 
mate°from  the  Wabash  and  the  canal  now  being  constructed  between 
Evansville  and  Terre  Haute,  yet  would  go  far  towards  reimbursing, 
or  perhaps,  in  time,  completely  paying  its  cost  of  construction. 

The  extreme  sickness  of  the  season  greatly  retarded  the  surveys,_in- 
creased  its  expense,  prevented,  in  some  measure,  that  close  examination 
which,  und.'rother  circumstances,  would  have  been  given;  and,  from  the 
ill  health  consequent  on  its  exposure,  have  unavoidably  delayed  this  cona 
mnnication  until  the  present  moment.  '   4 

The  disbursements  made  previous  to  the  1st  of  December,  were— ^  ^ 
On  contracts  with  Messrs.  Wilson,  &  Co.     -  -    .         v  1^09  00    ' 

Tor  surveys  and  superintendence     -  -  .    -  "      4,iy^^ 

$10,601  31 

Of  this  sum —  , 

The  Commissioners  on  the  part  of  Indiana  paid: 
For  construction  acc'ount         -         -  $4,093  00 
surveys  and  superintendence    -     1,056  83 

The  Commissioners  on  the  part 
of  Illinois  paid: 
For  construction      '        -         -         -     ^■>^*l^  ^^ 
surveys  and  superintendence    -      3,135  48 


f5,149  83 


5,451  48 


10,601    31 


As  per  account  with  vouchers  rendered. 

Appended  are  abstract  of  contract  prices,  specitications,  and  notice 
exhibited  at  the  letting,  and  blank  foim  ot  contracts. 

All  of  which  is  respectfully  submitted.  T>TTr.o 

D.  t»lll\K, 


Principal  Engineer^   Wabash  r 


iver- 


^93 

Abstract  of  conii  act  prices  for  the  lock  and  dam  at  the    Grand  Rapids  of  tin 
Wabash  river. 


Lock  Section  No.  1. 

Dam  Section  No.  -2. 

William   Mudge,    contractor. 

Baker,   Rilej  &  Co., 
contractors. 

Items. 

P> 

ices. 

prices. 

For  regular  coursed  masonry  in  lock   and 

abutment  walls,   per   cubic  yard,  if  the 

materials    be  procured  from  the  quarry 

at  Porlersville      -             -              -              - 

|14 

00 

$14  00 

If  from  the  quarry  near  Gater's 

16  00  ! 

14  00 

If  from  the  quarry  near  Petersburg  - 

11 

30 

13  00 

For  earth  excavation,    in   lock-pit  above 

water,  per  cubic  yard     - 

18 

For    earth   excavation     in     abutment-pit 

above  water,  per  cubic  yard 

13 

For   earth    excavation  in  lock-pit    below 

water,  per  cubic  yard 

50 

For   earth     excavation     in   abutment-pit 

below  water,  per  cubic  yard 

50 

For  rock    excavation    in   lock-pit     below 

water,  per  cubic  yard 

I 

GO 

For  rock  excavation  below  water  and  be- 

low lock  pit,  per  cubic  yard 

I 

50 

For  stone  tilling  in  crib  protection,  above 

and  below  lock,  per  cubic  yard  - 

1 

50 

For  stone  tilling  in  dam,  per  cubic  yard      - 

1    10 

For  stone  pavement  or  rip-rap  protection 

below  lock  cribs,  per  cubic  yard 

1 

50 

For  stone  rip-rap  protection   below  abut- 

ments, per  cubic  yard     - 

1    10 

For  square  timber  in  crib  protection  wall, 

per  lineal   foot     -              -             -              . 

14 

For  square  timber  in  lock  foundation,  per 

cubic  foot             -              .              .              . 

14 

For  timber  in  cribs  of  dam,  per  cubic  foot  - 

14 

For  timber  in  abutment  foundation,  per 

cubic  foot              .              .             _              . 

14 

For  timber  in  culvert  foundations,  per  cu- 

bic foot    -             -             -             .             . 

13 

14 

Fcr  square  timber  in  culverts,  per  cubic  ft. 

13 

ir 

For  round  ties,  per  lineal  foot 

10 

ic 

For  puddle,  per  cubic  yard 

40 

35 

For  sheet-piling,  per  square  foot     - 

10 

6 

For  6   inch  covering  timber  for  dam,  per 

superficial  foot    -             -             .             - 

121 

284 
ABSTRACT— Continued. 


Lock  Section  No.  1. 

Dam  Section  No.  2. 

William  Mudge,  contractor. 

Baker,  Riiey  &  Co., 
contractors. 

Items. 

prices. 

,                             prices. 

For  wrought-iron  in  straps,  clarnpSj  screws, 
rods,  chains,  gate-irons,  and  all  other 
wrought-iron  about  the  dam,  lock,  or 
culverts,  except  the  spikes,  per  pound     - 

For  cast-iron,  including  capstan  wheels, 
shafts,  and  all  other  cast-iron,  per  lb. 

For  square  timber  in  gates  and  mitre  sills, 
per  cubic  foot      -  -  -  - 

For  wood-work  in  lock-gates'and  mitre-sills, 
including  framing,  planking,  fitting  pad- 
dle gates,  and  all  the  wood-work  reprc 
sented  in  the  drawings  or  described  in 
the  specifications,  and  hanging  the  gates 
complete,  for  the  gross  sum  of    - 


For  3  inch  plank  on  lock,  culvert,  or  abut- 
ment foundations,  per  square  foot 
For '2  inch  plank  in  lock,  culvert,  or  abut- 
ment foundations,  or  for  facing  walls  of 
cribs,  per  square  foot 
For  wrought-iron  spikes  in  dam,  crib  pro- 
tection, lock-gates,  chamber  of  culvert, 
per  lb.     -  - 

For  gravel  above  dam,  per  cubic  yard 
For  gravel  in  culvert  cribs  - 
For  earth  excavation  in  culvert-pit 
For  earth  excavation  in  side-cut  canal,  per 

cubic  yard            -             -             - 
For  embankment  for  guard-bank    - 
For   clearing   and  grubbing  under  guard- 
bank,  per  linea!  chain     -  - ;; 


GOO  00 
10 


20 

40 
16 

16 
14 

G  00  i 


18 


5i 


18 
35 
35 
15 

15 
16 

5  00 


285 

jSlrticle  of  Agreement 

Entered  into  this  da}^  of  one  thousand  eight  hun- 

dred by  and  between  M.  K.  Alexander,  Commissioner  of  the 

State  of  Illinois,  and  acting  in   its  behalf,  and  Thonms  H.  Blake,  Com- 
missioner of  the  State  of  Indiana,  and  acting  in  behalf  thereof,  party  of 
the  first  part;  and 
party  of  the  second  part 

Witnesseth,  that  the  said  party  of  the  second  part,  for  and  in  consid- 
eration of  the  payments,  and  covenants  hereinafter  mentioned,  to  be 
made,  the  said  party  of  the  second  part  do  hereby  agree,  covenant,  and 
engage  to  furnish  all  the  materials,  and  perform  all  the  labor,  necessary 
to  build  and  construct  section  No.  of  the  joint  improvements 

of  the  States  of  Indiana  and  Illinois,  of  the  Wabash  river  at  the 
embracing  the  together  with  the  abutments,  guard- 

banks,  canals,  crib  protection-walls,  pavements,  and  all  the  fixtures  re- 
presented in  .the  drawings  or  described  in  the  specifications  exhibited  at 
the  letting  of  said  section;  which  drawings  and  specifications  are  deemed 
and  taken  as  part  of  this  contract;  and  further  agree  to  build  and  con- 
struct all  the  walls,  embankments,  crib-work  or  other  fixtures,  which 
may  be  directed  by  the  engineer  having  charge  of  the  work. 

In  consideration  of  the  work  so  to  be  done  and  executed,  it  is  agreed 
and  understood,  that  there  shall  be  paid  by  the  Commissioners  aforesaid 
to  tlie  said  party  of  the  second  part,  as  fellows: 

For  regular  coursed  masonry  in  lock-walls,  per  cubic  yard, 
If  the  materials  be  procured  from  the  quarry  at  Portersville, 
If  from  the  quarry  near  Gaiter's, 
If  from  the  quarry  near  Petersburg, 

For  earth  ex'-avatiou  in  abutment  pit  above  water,  per  cubic  yard, 
For  earth  excavation  in  lock-pit  below  water,  per  cubic  yard, 
For  earth  excavation  in  abutment  pit  below  water,  per  cubic  yard. 
For  rock  excavation  in  lock-pit  bcdow  water,  per  cubic  yard, 
For  rock  excavation  below  water,  and  below  lock-pit,  per  cubic  yard, 
For  stone  filling  in  crib  protection,  above   and  below  lock,  per  cubic 
yard. 

For  stone  filling  in  dam,  per  cubic  yard, 

For  stone  pavement,   or   rip-rap  protection,  below  lock-cribs,  per  cu- 
bic yard, 
For  stone  rip-rap  protection  below  abutment,  per  cubic  yard. 
For  square  timber  in  crib  protection-walls,  per  lineal  foot, 
For  square  timber  in  lock  foundation,  per  cubic  foot, 
For  timber  in  cribs  of  dam,  per  cubic  foot, 
For  timber  in  abutment  foundation, 
For  timber  in  culvert  foundation. 
For  square  timberin  culvert,  per  cubic  foot, 
For  round  tiers,  per  lineal  loot, 
For  paddle,  per  cubic  foot. 
For  sheet  piling,  per  square  foot, 

For  6  inch  covering  timbers  for  dam,  per  superficial  foot, 
For  wrought  iron  in  straps,  clamps,  screws,   rods,  chains,  gate  irons, 
and  all  other  wrought  iron  about  the  dam,  lock,  or  culverts,  except  the 
spikes,  per  lb. 


286 

For  cast  iron,  including  capstan  wheels,  shafts,  and  all  other  cast  iron,, 
per  lb. 

For  square  timber  in  gate  and  mitre-sills,  per  square  cubic  foot,     , 

For  wood  work  of  lock  gates  and  mitre-sills,  including  framing, 
planking,  fitting  paddle-gates,  and  all  the  wood  woik  represented  in  the 
drawiag,  or  described  in  the  specification?,  and  h;ingihg  the  gatesVora- 
plete,  for  the  gross  sum  of. 

For  3  inch  plank  in  lock,  culvert,  or  abutment  foundations, per  equare 
foot, 

For  2  inch  plank  in  lock,  culvert,  or  abutment  foundations,  or  for  fac- 
ing walls  of  cribs,  per  square  foot, 

For  wrought  iron  spikes  in  dam,  crib-protection,  lock-gates,  chamber 
of  culvert,  per  lb. 

For  gravel  above  dam,  per  cubic  yard, 

For  gravel  in  culvert  cribs. 

For  earth  excavation  in  culvert  pit,  per  cubic  yard,    . 

For  earth  excavation  in  side-cut  canals,  per  cubic  yard,.^ 

For  embankment  for  guard-bank,  per  cubic  yard, 

For  clearing  and  grubbing  under  guard-bank,  per  lineal  chain, 

it  is  understood  that  the  prices  offered  for  the  above  items  are  intend- 
ed to  include  materials  and  labor  of  every  description  required  to  fit 
and  put  them  in  the  work.  The  plank,  timber,  and  all  other  materials 
paid  for  by  measurement  or  weight,  shall  be  estimated,  or  the  quantities 
shall  be  determined,  by  the  dimensions  of  the  timbers,  or  oiher  item,  as 
it  lies  in  the  work  when  finished. 

No  allowance  will  be  made  for  bailing  water,  and  no  extra  allowatice 
will  be  made  in  any  case  for  the  performance  of  this  contract,  beyond 
the  sum  stipulated  herein,  except  lor  additional  or  extra  work. 

It  is  further  agreed  that  any  items  of  work  that  may  necessarily 
occut  in  or  about  the  lock  and  dam,  not  already  specified  in  this  con- 
tract, or  represented  in  the  plan,  or  described  in  the  specifications,  and 
which  may  be  directed  to  be  done  by  the  engineer,  shall  be  estimated 
by  him  and  paid  for  according  to  its  value. 

And  it  is  further  agreed  that  this  contract  or  any  part  thereof  shall 
not  be  transferred,  or  sub-contracted  in  any  manner,  or  under  any  pre- 
tence whatsoever,  except  for  the  procuring  of  materials. 

And  the  party  of  the  second  part  further  pgree  that,  whenever  requir- 
ed by  the  Commissioners  aforesaid,  or  the  engineer  having  charge  of  <he 
works,  will  engage  and  employ  a  first  rate  mechanic  to 

superintend  the  construction  of  the  structures  included  in  tbis  contract, 
whose  qualifications  shall  be  approved  of  by  the  Commissioners  or  engi- 
neer aforesaid;  and  the  party  of  the  second  part  further  covenant  and 
agree  to  dismiss  fron^  service  and  employment,  such  me- 

chanic or  any  disorderly  quarrelsome  person,  who  shall  wantonly  com- 
mit any  trespass,  either  upon  the  person  or  property  of  any  individual 
whatever,  or  be  guilty  of  any  offensive  conduct  of  any  kind:  and  at  any 
time,  the  party  of  the  second  part  covenant  and  agree  to  discharge 
from  service,  all  and  every  person  or  persons  employed  by 

or  under  whenever  thereto  directed  by  the  engineer  hav- 

ing charge  of  the  works. 


And  it  is  further  understood  and  agreed  that  the  party  of   the  second 
part  shall  commence  said  section  No.  including  the 

and  other  works,  on  or  before  the  1838;.  and  it  is  further 

agreed  that  the  said  party  of  the  second  part  shall  and  will,  in  all  and 
every  thing  and  matter,  conform  to  the  orders  and  directions  of  the 
chief  engineer,  or  ;is5;3iani.  engineer,  or  o:her  person  having  charge  of 
the  work,  and  do  and  execute  all  the  work  in  the  said  contract  men- 
tioned in  the  mode  and  manner  directed  by  them;  ajid  whenever  the 
said  engineer  may  and  shall  think  proper  to  change,  alter,  enlarge,  di- 
minish, or  alter  the  amount  of  work  or  location  of  the  woik  on  this  con- 
tract, he  shall  have  full  pof.ver  and  authority  to  do  so;  apd  the  said  party 
of  the  second  part  do  bind  faithfully  to  observe  and  obey 

his  instructions  and  directions  touching  such  change,  alteration,  enlarge- 
ment or  lessening;  and  when  the  same  is  done,  the  said  engineer  frhali 
have  full  power  to  make  such  addition  to  or  deduction  from  the  amount 
agreed  to  be  [iaid  for  the  work  as,  in  his  opinion,  may  be  just  and 
equitable. 

It  is  further  understood  and  agreed  by  the  parties  that,  in  case  the  said 
section  No,  embracing  the  shall 

not  be  commenced.within  ,the  tune  above  stated;  or  if  at  any  subsequent 
period,  the  party  of  the  second  part  should^  in  the  opinion  of  the  engi- 
neer having  cltarge  of  the  work,  j'ail,  refuse,  or  neglect  to  prosecute  this 
contract  with  a  force  proportionate  to  the  quantity  of  the  work  to  be 
done,  and  the  period  in  which  it  is  to  be  completed,  or  shall  sub-contract 
or  relet  said  section  No.  or  any  part  thereof;  or  shall  not 

give  personal  superintendence  to  the  work,  or  shall  refuse  at  any  time  to 
conform  to  the  directions  of  the  principal  engineer,  or  assistant  engineer, 
or  superintendent  of  the  works,  or  shall  violate,  in  any  way  or  manner, 
any  of  the  stipulations,  provisions,  or  conditions  of  this  contract,  the 
Commissioners  shall  have  power  to  declare  this  contract  forfeited,  and 
null  and  void;  and,  on  their  declaration,  the  same  shall  cease  and  deter- 
mine forever,  and  as  if  it  had  never  been  made,  and  they  may  proceed  to 
relet  the  same;  and  in  case  of  such  declaration  or  forfeiture,  the  retain- 
ed per  centage,  hereinafter  provided  for,  shall  belong  to  the  State?  of 
Indiana  and  Illinois,  as  a  compensation  for  damages  which,  it  is  hereby 
agreed  by  the  parties,  they  shall  be  entitled  to  in  consequence  of  a  fail- 
ure of  the  party  of  the  second  part  to  perform  the  stipulations  of  this 
contract. 

It  is  understood,  and  mutually  agreed,  that,  if  in  the  opinion  of  the 
principal  engineer  at  any  time  the  parly  of  the  second  part  shall  fail  to 
give  reasonable  assurance  of  finishing  the  contract  in  the  time  specified 
for  its  completion,  the  said  engineer,  with  the  consent  of  the  Cont>- 
missioners  aforesaid,  shall  have  full  power  to  authorize  an  agent  to  em- 
ploy hands,  purchase  materials,  and  complete  the  work;  the  expense  of 
which  shall  be  chargecl  to  the  party  of  the  second  part,  and  he  deducted 
outof  the  amount  which  would  be  due  under  the  terms  of  this  contract; 
and  in  the  final  settlement  of  accounts,  the  receipts  of  such  disbursements 
made  by  such  agent  shall  be  taken  and  considered  as  good  off-sets  to 
the  amount  due  to  the  party  of  the  second  part. 

It  is  mutually  undcrst  od  and  agreed  that  the  amount  of  work  done, 
and  the  materials  delivered  at  the  site  of  the  works,  at  contract  prices, 


288 

and  the  value  for  the  stone  quarried  and  delivered  near  the  quarries,  shall 
be  estimated  by  the  pnncipiil  engineer  as  nearly  once  in  each  month  a» 
can  be  conveniently  done;  and  that,  for  eighty  five  per  cent,  of  such  esti- 
mate, the  party  of  the  first  part  will  give,  within  ten  days  after,  their 
chCvOlis  to  the  party  of  the  second  part  on  the  Branch  Banks,  either  at 
Mount  Carniel  or  at  Vincennes,  payable  at  siglit;  and  that  when  this 
section  No.  shall  be  completed  and  finished  according  to 

the  contract,  plans,  specifications  and  directions  of  the  engineer,  or  with- 
in thirty  days  thereafter,  the  amount  and  value  of  all  the  works  and  ma- 
terials sh;jll  be  valued  by  the  engineer  in  charge  of  the  works;  and  on 
the  presentation  of  his  certificate,  or  within  ten  days  thereafter,  the  ba- 
lance due  the  party  of  the  second  part,  in  eluding  the  amounts  of  the  fif- 
teen per  centages  retained  from  time  to  time,  shall  be  paid  to  the  party 
of  the  second  part. 

And  it  is  further  understood  and  agreed  that  the  decision  of  the  princi- 
pal engineer  shall  be  final  and  conclusive,  as  to  the  manner  of  the  work 
and  the  qu;ility  of  the  materials  to  be  used  in  the  structures  embraced 
in  th'ii  section,  and  eonclusive  in  all  disputes,  matters  and  things  relating 
to  this  contract;  and  each  and  every  of  the  said  parties  do  hereby  waive 
any  right  of  action,  suit  or  suits,  or  other  remedy  in  law,  or  otherwise,  by 
virtue  of-^aid  covenants,  so  that  the  decision  of  the  said  principal  engi- 
neer shall  in  the  nature  of  an  award  be  iina,i  and  conclusive  on  the  rights 
of  the  parties.       , 

T!ie  party  of  the  second  part  covenant  and  agree  to  finish,  complete, 
and  deliver  up  this  contract  on  or  before  the  day  of 

In  witness  whereof,  the  parties  have  hereunto  set  their  hands  and 
aeiils,  this  day  and  year  first  above  written. 


Specijications  of  the  zvorks  at  the  Grand  Rapids  of  the,  Wabash  river. 

The  chamber  of  the  lock  will  be  175  feet  long,  from  quoin  to  quoin, 
and  38  feet  wide.  The  whole  length  of  <he  lock,  including  the  cliam- 
ber,  will  be  236  feet;  the  river  wall  will  have  a  base  of  16  feet,  and  the 
wall  on  the  shore  side  of  the  lock  a  base  of  14  feet  in  width. 

The  lock-pit,  if  the  rock  of  the  river  bc;d  should  not  prove  sufficiently 
solid  to  form  parts  of  the  walls,  will  be  excavated  24-1  feet  long  in  the 
bottom  and  76  feet  wide,  except  along  the  middle  of  the  chamber,  on  a 
distance  of  about  lOO  feet,  where  it  may  be  reduced  to  72  feet  wide. 
The  bottom  of  the  pit  will  be  excavated  to  such  depth,  and  the  slopes  of 
the  sides  and  the  ends  of  the  pits  shall  have  such  inclination  as  the  en- 
gineer may  direct.  The  parts  of  the  bottom  of  the  pit  on  which  ma- 
sonry is  to  be  built  will  be  required  to  be  dressed  dowm  to  an  even,  solid, 
Siorizontul  surface;  and  where  the  rock  proves  to  he  sufficiently  com- 
pact and  firm  to  be  used  for  a  portion  of  the  walls,  it  will  be  required 
to  be  cut  off  in  benches,  smooth  and  without  being  shattered,  to  corres- 
pond in  height  and  width  with  the  courses  of  masonry.  And  in  the 
same  manner  where  the  rock  is  fitted  to  receive  timbers,  a  solid,  even 
bed  must  be  prepared  for  the  same  to  rest  on    or  lie  against,  where  the 


289 

sides  or  ends  come  in  contact.     In   case  rock   should   occur  in  the  abut- 
ment-pit, the  same  reguhitions  will    be  observed. 

The  rock  in,t!ie  bed  of  the  river  below  the  lork-pit,  between  the  pro- 
tection wulb,  will  be  excavated  to  such  width  ^ind  depth  as  may  be 
found  neecowiry  tor  the  admission  of  boats  and  vessels  into  the  lock;  the 
quantity  and  dimensions  of  which  excavations  will  be  determined  by  the 
engineer. 

The  foundation  timbers  which  form  the  bottom  of  the  lock  arc  to  be 
hewn  sqiuiro,  laid  side  by  side,  l4  inches  deep  and  not  less  than  12 
inches  wide,  and  long  enough  to  extend  2i  feet  under  each  wall;  a  hole, 
2  inches  in  diameter  and  20  deep,  is  to  be  diilled  near  the  centre  line  of 
the  lock  under  the  middle  of  each  timber,  and  a  seasoned  locust  or  whit- 
oak  pin,  2  inches  in  diameter,  pierced  through  the  middle  in  the  direc- 
tion of  its  length,  with  a  half-inch  hole;  it  is  to  be  driven  firmly  into  the 
hole  in  the  rock.  Each  timber  as  it  shall  be  laid  will  be  secured  by  a 
7-8  inch  bolt,  driven  through  it  into  the  bole  in  the  rock  below.  The 
bolts  to  be  ragged  at  the  ends.  The  timbers  are  to  be  covered  with  3 
inf-h  white-oak  plank,  laid  lengthwise  of  the  lock,  and  secured  with 
U  inch  seasoned  white-oak  or  locust  pins,  10  inches  lor.g,  and  put  in  in 
the  proportion  of  two  to  every  third  timber  in  each  plank.  Both  the 
timbers  and  the  planks  are  to  be  fitted  closely  to  the  rock,  and  the  Joints 
between  the  ends  of  the  planks  and  the  joints  between  the  timbers  and 
the  rock    are  to  be   made  water-tight. 

The  walls  of  the  lock  will  have  the  form  and  dimensions  represented 
in  tb  •  plan;  they  will  be  vertical  on  the  faces  towards  the  chamber,  from 
the  head  of  the  lock  to  the  upper  hollow  quoin,  and  from  the  upper  end  of 
the  lower  recess  to  the  lower  end  of  the  wall.  The  face  of  the  wail  be- 
tween the  upper  hollow  quoin  and  the  upper  of  the  lower  recess  will 
have  a  curv.-  at  tlie  top  of  2  inches — the  line  of  the  wall  at  the  bottom 
wil:  be  straight;  the  outer  face  of  the  wall  on  the  river  side  will  have 
an  inclination  or  batter  of  U  inches  to  each  foot  in  length;  the  back  of 
the  lock  on  the  land  side  of  the  lock  will  have  an  inclination,  to  be  made 
in  offsets  of  2J  inches  to  each  foot  in  height. 

The  wails  are  to  be  regular  coursed  masonry  throughout;  the  smallest 
courses  are  not  to  be  less  than  14  inches  thick  or  deep,  and  they  may 
vary  from  14  to  30  inches;  [he  stones  which  form  the  inner  faces  of  the 
walls  are  to  be  cut  smooth  on  the  face,  and  the  beds  and  joints  are  to  be 
dressed  even,  and  so  as  to  form  right  angles  with  the  face,  except  the 
beds  of  the  lower  course  on  each  side,  which  are  to  be  bevelled  in  such 
manner  as  to  give  the  curved  part  of  the  wall  the  desired  inclination; 
the  stretchers  are  to  have  beds  and  joints  of  not  less  than  24  feet  in 
widdi,  measured  from  the  face  back  into  the  interior  of  the  w^all. 

The  headers,  in  all  the  courses  from  l4  to  24  inches  thick  or  deep,  are 
to  be  two  feet  wide  from  joint  to  joint  measured  horizontally  on  the  face; 
and  in  courses  of  more  than  2  feet  in  thickness,  the  headers  on  the  face 
of  the  wall  to  be  cut  square,  with  the  same  bed  as  thickness,  the  beds  of 
the  headers  to  be  dressed  evenly  throughout,  and  the  joints  are  to  be 
dressed  as  far  back  as  the  joints  of  the  stretchers  will  extend;  each  bender 
shall  extend  back  into  the  wall  of  the  full  size  of  at  least  4h  feet  in  the 
smallest  courses,  and  5  feet  in  the  courses  which  are  more  than  16 
inches  deep  on  the  face;  the  headers  in  each  course  are  co  be  placed  at 
intervals  of  not  more  than  lOfeet,  measuring  from  centre  to  centre;  the 


290 

space  between  them  shall  be  nlled  with  e'ther  one  or  two  stretchers. 
The  headers  and  stretchers  in  the  outer  face  of  the  river  wall  are  to  be 
of  the  same  dimensions  as  those  on  the  inner  face,  but  the  laces  of  those 
on  the  outer  side  are  to  be  bevelled  so  as  to  give  the  wall  the  inclina- 
tion or  batter  above  mentioned.  A  draught  is  to  be  cut  around  the  face 
of  each  stone,  aad  the  middle  pnrt  may  be  dressed  off  with  tho  pick  and 
bash-hammer;  the  headers  in  the  back  of  the  wall,  on  the  land  side  of 
the  lock,  are  to  be  of  the  same  dimensions  as  those  in  the  face;  and  in  all 
places  in  the  wails  where  the  header,"  will  not  lap  or  pass  each  other  in 
the  centre,  a  third  course  of  headers  are  to  be  laid,  of  a  suitable  length 
in  the  interior  of  the  wall,  in  such  manner  that  they  will  reach  or  ex- 
tend one  foot  or  more  beyond  the  headers  from  the  sides  of  the  wall. 
The  backing  is  to  be  made  up  of  stones  of  the  same  thickness  or  depth 
as  the  face  stones,  both  beds  are  to  be  dressed  so  as  to  give  even  and 
parallel  surtVices.  The  sides  of  the  backing  stones  are  to  be  dressed 
with  the  hammer,  and  generally  to  contain  not  less  than  lO  cubic  feet, 
and  are  to  be  so  arranged  as  to  break  joints,  in  order  to  bind  the  waH' 
strongly  together,  and  give  the  whole  width  of  the  structure  a  fiim  bond. 
The  mortar  joints  in  the  face  of  the  walls  are  not  to  exceed  3  sixteenths 
of  an  inch  in  thickness. 

When  one  course  shall  be  laid  throughout  its  whole  extent,  it  must  be 
well  grouted,  and  the  whole  of  the  upper  bed  dressed  off  to  an  even 
horizontal  surface,  before  the  commencement  of  another  course.  The 
thickest  courses  are  to  be  laid  in  the  bottom  of  the  wall,  and  the  thin- 
ner courses  to  vards  the  top,  unless  otherwise  directed  by  the  engineer. 

In  each  superior  course,  the  headers  are  to  be  placed  midway  between 
the  headers  in  the  course  below,  and  the  backing  stones  in  it  are  to  be 
so  arranged  as  to  break  joints  with  the  backing  stones  and  headers  in 
the  course  below. 

The  breast  of  the  lock  will  be  raised  to  such  height  as  will  hereafter 
be  determined  by  the  engineer,  and  will  be  covered  with  oak  timbers 
of  the  same  dimensions,  and  with  3  inch  plank  in  the  same  manner,  and 
the  timbers  to  be  extended  into  the  walls  the  same  distance  as  the  tim- 
bers and  plank  are  laid  in  the  parts  of  the  chamber  of  the  lock ;  a  double 
course  of  sheet  piling  is  to  be  put  in  acioss  the  upper  end  of  the  lock 
and  the  upper  ends  of  the  pile  plank  and  are- to  be  so  fitted  as  to  make 
a  water-tight  joint  with  the  plank  which  covers  the  breast.  Under  the 
mitre  sills  tiie  wall  is  to  be  formed  of  large  stone,  with  beds  and  joints, 
cnt  and  fitted  in  such  manner  as  the  engineer  may  direct.  The  faced 
stones  under  the  mitre  sills  are  to  have  vertical  joints  at  right  angles  tQ 
the  curve  of  the  breast;  holes  are  to  be  drilled  in  the  wall  to  receive 
iron  rods  to  secure  the  mitre  sills. 

The  mitre  sills  will  be  made  of  the  form  and  dimensions  repre- 
sented in  the  plans;  they  will  be  put  in  after  the  lock  walls  are  built, 
and  secured  to  the  foundation  timbers  with  eighteen  1  inch  square  bolts, 
30  inches  long,  put  in  at  such  points  as  the  engineer  may  direct.  The 
timber  will  be  of  the  best  white-oak,  hewn  smooth  and  planed,  and  the 
joints  fitted  in  the  best  manner. 

The  upper  mitre  si'ls  will  have,  in  addition  to  the  common  bolts,  bolts 
of  14  inch  iron,  to  pass  through  (he  timbers  into  the  wall  below;  there 
will  be  four  of  these  long  bolts  in  each  upper  mitre  sill.  ; 

The  coping,  hollow  quoins,  and  breast  stones  are  to  be  of  such  com- 


291 

pact  strong  stone  as  shall  be  approved  by  the  engineer;  the  coping- 
stones  are  to  be  of  the  dimensions  represented  in  the  plans;  they  are 
to  be  in  all  cases  not  less  than  l8  inches  thick.  The  quoin  and  breast 
stones  are  to  be  of  such  form  as  the  engineer  may  direct;  < hey  are  to 
contain  each  not  less  than  25  cubic  feet. 

The  mortar  u^sed  in  the  walls  is  to  be  made  of  hydraulic'lim^and  cleaii 
sand  mixed  in  such  proportions  and  made  in  such  manner  as  the  engi- 
neer may  direct.  The  stones  are  all  to  belaid  in  thick  mortar,  extend- 
ing 18  inches  back  from  the  front,  the  wall  being  first  wet  before  it  re- 
ceives the  mortar;  the  stone  to  be  laid  will  then  be  wet,  brought  to  its 
position,  and  settled  with  a  heavy  maul,  until  its  surface  bears  firmly  on 
the  stone  bener.th,  crushing  out  all  surplus  mortar,  and  leaving  only  !so 
much  as  will  fill  the  cavities;  the  face  of  the  stone  will  be  brought  to  its 
vertical  position  by  sinking  arid  not  raising  the  back  part;  the  end^^of 
the  stone  will  he  placed  closely  in  contact  without  mortar,  and  the  jo  nt 
will  afterwards  be  filled  by  crowding  the  mortar  forward  from  the  back 
of  the  stone,  by  means  of  a  thin  iron  blade  made  for  that  purpose;  thin 
mortar  or  grout  is  to  be  used  for  filling  up  tlie  joints  and  cavities  ater- 
each  coarse  shall  be  laid.  All  the  grout  used  shall  first  be  made  iita-' 
thick  mortar  well  mixed,  and  afterwards  reduced  to  the  proper  corsis- 
tency  by  the  addition  of  water. 

The  capstan  wells  are  to  be  placed  in  the  walls  as  represented  in  he 
plan;  from  ihc  bottom  of  the  coping  to  the'bottom  of  the  well,  they  ire' 
to  be  18  inches  square;  the  part  through  the  coping  is  to  beenlargeata 
receive  the  cast  iron  frame  of  the  v>^heel  and  pinion;  a  plate  ofcastirduy. 
with  a  socket  to  receive  the  end  of  the  capstan  shaft,  is  to  be  built  in,  the 
bottom  of  each  well;  when  the  lock  wall   i^    laid,  the  plrite  is  to  be  lair 
upon  a  stone  of  large  size,  and  secured  to  it  by  bolts.     Holes,  U  inch  irt 
diameter  and  6  inches  deep,  are  to  be  drilled  into  the  stone,  and   filled 
up  with  a  seasoned  white-oak  or  locust  plug;  the  spikes  are  to  be  driverl 
into  these  plugs;  the  opening  from  the  bottom  of  the  well  to  the  iace  ol 
the  wall  is  to  be  l8  inches  wide   and  18   inches  high  at  the  end  next  to 
the  well;  the  bottom   of  this   opening  will  have  a  descent  from  the  well 
outward,  of  2  inches  in  each  foot-,  the  lap  will   he  horizontal;  a  bar  off 
iron,  4  inches  wide  and  1  inch  thick,  will  be  laid  in  the  w^all  on  a  leveh 
with  the  bottom  of  the  capstan  drum,  and  1  foot   back  from  the   face  of 
the  lock  wall;  this  bar  of  iron  will  extend   1   foot  at  each  end  into  the^ 
wall,and  will  be  let  mto   the   lower  stone,  so  that  the  upper  surface  of  I 
the  bar  may  be  level  Mnth  the  surface  of  the  stone. 

The  shaft,  drum,  wheel,  and  pinion,  to  be  placed  in  each  capstan  welly 
are  to  be  of  cast-iron;  the  gudgeons  and  journals  are  all  to  be  turned 
and  well  fitted  to  the  boxes.  , 

There  will  be  3  chains  to  each  gate,  1  to  open  it,  1  to  shut  it,  and  1 
about  6  feet  long,  to  secure  it  to  its  place  when  opened  during  a  freshet. ' 
The  chains  will  be  made  of  h  inch  round  iron,  with  short  links  partially 
twisted;  the  chains  for  drawing  open  the  g::-tes  will  be  fastened  to  the 
mitre  post  by  a  staple  bolt  inserted  near  the  surface  of  the  water;  the 
chains  for  closing  the  gates  will  be  attached  near  the  bottom  ol  the 
lock,  at  the  lower  gates,  and  near,  the  top  of  the  mitre  sills,  at  the  upper 
gates;  these  chains  will  be    attached  to  the  mitre   post  by  a  i  inch  iron 


292 

rod  passing  through  the  eye  bolts, and  fastened  at  the  top  by  a  key;  the 
chains  will  be  fastened  to  the  drums  by  a  staple  bolt. 

The  franfies  of  the  lock  gates  are  to  be  made  of  the  best  quality  of 
white-oak  timber,  seasoned  at  least  one  year.  The  gate  bars  are  to  be 
framed  into  the  rnitre  an.',  'juoiii  posts  by  double  tenons  on  each  end. 
The  joints  are  to  be  strengthened  by  plates  of  iron  (T's  and  L's)  let  into 
eaeli  face  of  the  timber,  and  secured  by  I  inch  screw  bolts;  a  band  of 
.  iron  is  to  hi-,  put  upon  the  top  and  bottom  of  each  quoin  and  mitre  post; 
the  bands  are  to  be  driven  on  to  the  ends  of  the  posts,  and  secured  by 
driving  wedges  into  tlic  ends  of  the  timber. 

There  vs^ill  be  5  cast  iron  paddle  gates,  each  30  i«ches  square,  in  each 
lock  gate;  they  will  be  placed  between  the  lower  bar  in  the  manner  re- 
presented in  the  plan,  with  the  rods  and  irons  in  which  they  are  worked 
and  secured.  A  cast  iron  box,  with  a  socket,  is  let  into  the  quoin  post, 
and  fastened  with  wedges;  a  pedestal,  with  a  pivot  to  fit  into  this  socket^ 
is  t3  be  placed  upon  the  lower  course  of  plank,  and  secured  by  bolts; 
this  pivot  and  socket  will  i'orm  the  hinge  for  the  bottom  of  the  gate;  the 
■upper  end  of  the  quoin  post  will  be  supported  by  an  iron  collar,  secured 
by  anchor  bolts,  as  represented  in  the  plans. 

The  roller-way  will  be  formed  of  a  piece  of  white-oak  tinnber,  l4  in- 
ches wide  and  8  inches  thick,  cut  so  as  to  form  the  proper  curve,  to 
be  spiked  to  the  lower, course  of  plank  in  th^'  bottom  of  the  lock  for  a 
rqller-jway  for  each  gate;  the  upper  corners  of  this  timber  to  be  bevelled 
'off,  arjd  a  bar  of  iron,  4  inches  wide  and  I  inch  t.'iick,  is  to  be  fastened, 
>on  the  centre  of  the  timber;  the  spikes  with  which  the  iron  is  fasletied 
w'll  be  counter  sunk,  so  that  the  surface  of  the  vfny  may  be  smooth;  the 
relleif  and  the  pillovv  block,  for  securing  it  to  the  bottom  gate  bar,  will 
be  made  of  cast  iron;  the  pillow  block  let  into  the  boitom  bar,  and  fas- 
fcncd  by  screw  bolts;  the  axle  of  the  roller  will  be  made  of  wrought  iron, 
md  the  gudgeons  turned  in  the  roller,  and  wiil  be  secured  to  the  pillow 
Hock  witli  staple  bolts,  as  represented  in  the  drawings. 

Cramp  irons  for  securing  the  coping  of  the  lock  will  be  formed  by  a 
jne  of  iron  bars,  2  inches  wide  and  a  inch  thick,  let  into  the  stone,  on  a 
ine  18  inches  back  from  the  face  of  the  wall;  holes  6  inches  deep,  H 
iVichcs  diameter,  are  to  be  drilled  into  the  coping  under  the  line  of  bars  at 
int'ervals  of  18  inches  or  less;  when  the  joints  render  it  necessary  a  sea- 
sotied  white-oak  or  locust  pin.  with  a  small  hole  lengthwise  through  the 
centre,  is  to  be  driven  into  each  hole;  holes  are  made  in  the  bars  to  cor- 
respond with  the  holes  drilled  into  the  coping>  and  an  iron  spike,  i  of 
aninch  in  diameter  and  5  inches  long,  is  to  bedriven  through  each  hole 
in  the  bar  into  the  locust  pin  in  the  coping;  a  spike  will  be  put  in  the 
end  of  each  bar;  the  bars  are  to  be  regulated  so  as  to  make  joints  in 
the  middh'  of  each  coping  stone. 

At  the  recesses  for  the  gates,  the  line  of  bars  are  to  pass  each  other, 
or  lap  "2i  feet;  a  line  of  cramp  bars  are  to  be  put  along  the  outer  face 
of  both  w^alls  in  the  same  manner  as  they  are  put  on  along  the  inner 
faces. 

A  second  course  of  bottom  plnnk  will  bo  put  on  after  the  walls  arc 
built  and  the  mitre  sills  and  roller-ways  put  down;  the  pinnks  for  this- 
course  will  be  seasoned  white-oak,  2  inches  thick,  jointed  on  the  edges 
and  ends;  and,  when  laid,  are  to  be  so  fitted  to  the  walls, mitre  sills,  roller- 


293 

ways,  &c.,  as  to  make  water  tight  joints;  the  planks  will  he  laid  length- 
wise ot  tiie  lock,  and  they  are  to  be  secured  with  hannmered  iron  spikes, 
half  an  inch  square  and  1*2  inches  long,  put,  in  the  proporiiun  of  2 
spikes  to  every  third  timber,  in  each  plank;  the  spikes  are  to  he  driven 
so  HS  to  pass  into  the  centre  of  the  14  inch  timbers. 

The  gates  are  to  be  planked  with  3  inch  yellow-pine  plank,  well  sea- 
soned, planed  and  jointed  at  the  edges;  they  are  to  be  care/ully  tilted 
into  the  rabbits  of  the  bars  and  posts,  and  secured  with  hammered  iron 
spikes,  I  of  an  inch  square  and  7  inches  long,  put  in  the  proportion  of  2 
to  each  timber  or  bar  for  each  plank;  the  gates  are  to  be  painted  with 
such  paint  as  the  engineer  may  direct;  the  ironwork  is  all  to  he  cover- 
ed with  the  kind  of  black  varnish  ccmmonly,  used  for  painting  iron. 

Walls  of  crib  work,  tilled  with  stone,  will  be  built  above  and  below  the 
lock  wails,  to  secure  a  safe  channel  for  boats;  the  crib  work  on  the  riyer 
wall  will  be  extended  above  and  below  the  lock  180  feet,  and  90  leet 
above  and  below  the  land  wall. 

The  walls  of  the  crib  work  will  be  formed  of  hewn  timber,  1 2  inches 
square,  one  on  each  side,  and  one  in  the  centre,  connected  togeiher  by 
ties  of  sutiicient  length  to  pass  through  the  wails,  rnd  placed  at  inter- 
vals of  8  feet,  measuring  from  centre  to  centre;  the  sides  which  I'orm  the 
boat  channel  will  be  vertical,  and  the  outer  face  ot  the  river  wail  have 
the  same  batter  as  the  river  side  of  the  lock  wall;  the  width  of  the  crib 
work  at  top  will  be  10  feet,  and  the.  ends  of  the  ties  will  be  fitted  into 
the  face  of  the  timbers  with  a  dove-tail  joint.  Eich  dove-tail  joint,  and 
each  point  where  the  timbers  cross  each  other,  or  are  boxed  on  each 
other  in  any  part  of  the  crib  work,  will  be  secured  by  a  seasoned  locust 
or  white-oak  tree-nail.  2  inches  in  diameter  and  22  mchcs  long,  driven 
its  whole  length  into  the  timbers  belovv.  Above  water,  t!ie  timber  to  be 
oak;  below,  of  oak  walnut,  or  cypress. 

The  cribs  are  to  be  tilled  with  rubble  sand  stone,  procured  near  the 
site  of  the  works,  closely  packed  in  within  2  feet  of  the  top  of  the  crib 
work;  the  balance  of  the  top  of  the  cribs  is  to  be  filled  with  tiat  stones  at 
least  2  feet  long  or  deep,  placeci  edgewise  in  courses  across  tiie  wall  so 
as  to  forma  pavement  2  feet  deep;  the  stones  are  to  be  closely  fitted, 
and  the  last  course  in  each  crib  is  to  be  driven  in  with  a  maul  or  ram. 
The  dam  will  bo  constructed  of  cribs  of  timber  filled  with  timber  as  re- 
presented in  the  plans. 

The  length  of  the  base  of  the  dam  will  be  50  feet,  the  slope  on  the 
upper  side  will  have  a  base  of  4  feet  to  each  foot  in  height,  and  on  the 
lower  side  of  the  comb,  a  slope  of  2t  i'ee.t  base  to  one  foot  in  heiglil. 

After  the  s?nd,  gravel,  and  loose  stones  shall  have  been  removed  as 
far  as  the  engineer  may  deem  necessary  for  a  solid  foundation,  the  tim- 
bers in  the  direction  of  the  stream  will  be  fitted  to  ihe  rock  in  the 
channels  which  arc  won  by  the  water,  and  secured  by  tree-nails  of  sea- 
soned white-oak  or  locust  timber,  2  inches  in  diameter,  and  let  18  inches 
into  the  rock,  at  the  point  inteMSccted  by  the  range  timbers  crossing 
them  in  the  direction  of  the  comb  of  the  dam;  these  timbers  will  be  con- 
nected with  ties  of  suitable  lengths  and  thickness,  secured  with  tree- 
nails and  iron  bolts,if  deemed  necessary,  and  filled  with  sione  to  a  iieight 
corresponding  with  the  general  level  of  the  rock. 

The  timbers  which  lie  in  the  direction  of  the   stream    will  then  be 


294 

laitl  at  intervals  of  iO  feet  from  centre  to  ceutre,  with  the  Largest  end 
down  the  strcani,  and  be  connected  with  the  range  of  timbers  to  be 
laid  so  as  to  form  three  equal  ranges  of  cribs;  the  range  timbers  are  to 
be  laid  so  as  to  form  three  equal  ranges  of  cribs  on  each  side  of  the  comb 
of  the  dam  as  represented  in  the  drawings;  they  are  to  be  notched  on  the 
ties,  by  cutting  away  both  timbers,  so  as  to  give  a  bearing  of  at  least  one 
superlicial  foot.  The  largest  timbers  arc  to  be  placed  towards  the  lower 
side,  and  the  smaller  timbers  in  the  upper  side  of  the  dam. 

Tlie  outer  faces  of  the  timbers  which  form  the  uppei  and  lower  range 
are  to  be  hewn,  and  the  whole  of  the  upper  face  of  the  crib  work  is  to  be 
made  smooth,  to  receive  the  .sheet  piling.  The  range  timbers,  upon 
which  the  covering  is  to  be  placed  are  to  be  hewn  upon  the  sides  which 
the  covering  will  rest.  The  range  timbers,  to  which  the  lower  covering 
timbers  are  to  be  fastened,  are  to  be  secured  in  their  places  by  closely 
fitted  dove-tail  joints,  made  with  the  ends  of  the  ties.  Each  dove-tailed 
joint,  and  each  point  of  contact  where  the  timbers  crpss  each  other,  is  to 
be  secured  or  fastened  by  well  seasoned  heart  white-oak,  or  locust  tree- 
nails, 2  inches  in  diameter  and  not  less  than  22  inches  long. 

The  cribs  are  to  be  iiiled  with  rubble  sand  stone,  procured  from  the 
river  bed,  or  sand  rock  blutf,  on  the  left  bank  of  the  river,  immediately 
above  the  lock.  The  stones  are  to  be  closely  packed  in  the  largest 
stones  are  to  be  put  into  the  lower  cribs,  or  those  on  the  lower  side  of 
the  dam. 

A  double  course  of  sheet  piling  is  to  be  placed  along  the  upper  end  of 
the  dam;  the  planks  are  to  be  arranged  so  as  to  break  joints,  and  be  so 
put  together  as  to  be  water  tight;  the  piling  is  to  extend  down  to  the 
rock,  and  the  top  cut  and  fitted  to  make  water-tight  joints  with  the  co- 
vering. 

The  covering  of  the  slope  of  the  dam  is  to  be  made  with  white-oak 
timbers,  6  inches  thick  and  not  less  than  1  foot  wide. 

The  limber  is  to  be  sawed  or  hewn  square;  the  sides  are  then  to  be 
bevelled  or  cut  off,  so  that  when  the  pieces  are  laid  together,  the  joints 
shall  be  close  at  tbe  bottom  and  i  inch  open  at  the  top.  The  upper  co- 
vering limbers  shall  be  at  least  21  feet  long,  and  the  lower  covering  tim- 
bers 1)6  of  one  piece.  Each  piece  of  covering  of  timber  shall  be  secur- 
ed to  the,  range  timbers  with  spikes,  I  of  an  inch  in  diameter  and  15 
inches  long,  and  put  in  the  proportion  of  three  to  each  piece  of  timber, 
except  the  pieces  which  form  the  weir  or  comb  of  the  dtim,  in  each  of 
which  four  spikes  arc  to  he  used. 

The  heads  of  the  spikes  in  the  lower  slope  are  to  be  sunk  H  inches 
below  the  surface  of  ihe  timber. 

The  timoers  used  in  building  the  crib  work  of  the  dam  are  to  he 
not  less  than  25  feet  long,  and  1 5  inches  in  diameter  at  the  smallest  end. 
All  the  timbers  in  the  part  of  the  dam  above  the  surface  of  tbe  water  be- 
low the  lock  are  to  be  of  white-oak;  the  timbers  below  the  water  may 
be  of  oak,  walnut,  or  cypress,  or  any  other  strong  timber,  approved  of 
by  the  engineer. 

The  outer  wall  of  the  lock  forms  the  abutment  of  the  dam  on  the 
east  side  of  the  river.  If,  on  opening  the  pit  for  the  abutment  on  the 
opposite  end  of  the  dam,  the  rock  should  extend  into  the  bnnk,  and 
prove  sufficiently  solid  for  the  foundation,  the   rock  will  be  dressed  ofT 


295 

to  a^  even  horizonlal  surface;  the  walls  will  then  be  laicL  The  courses, 
of  masonrv  in  the  abutment  may  vary  fronn  30  to  10  inches  in  thickness;, 
the  thickest  courses  are  to  be  placed  nearest  the  foundation,  but  the 
lower  course  will  not  be  less  than  18  inches  thick,  nor  each  stone  of  the 
course  be  less  than  2  feet  vride  and  4  feet  long,  or  it  will  extend  into 
the  wall  4  feet.  The  headers  will  be  of  the  same  dimensions  as  those 
in  the  lock,  and  placed  in  each  course  of  masonry,  9  feet  from  centre  ia 
centime;  the  spaces  between  the  headers  are  to  be  filled  up  with  one  ortwo 
stretchers,  the  stretchers  toha;e  beds  of  two  feet,  and  the  beds  of  the 
headers  and  stretchers  are  to  be  dressed  with  a  hammer  or  other  tool^, 
to  give  them  an  even  surface  throughout;  the  face  of  the  wall  must  be 
dressed  or  cut,  and  the  joints  made  to  tit  cJosely  for  18  inches  back 
nto  the  wall. 
The  backing  stones  are  to  be  of  large  size,  of  good  shape,  and  gener- 
ally of  the  same  thickness  as  those  of  the  face  stones  of  the  course,  their 
beds  to  be  dressed  evenly  with  the  hammer,  and  be  so  laid  as  to  break 
joints,  and  give  every  portion  of  the  wall  a  fine  bond.  The  coping 
stones  -.vili  be  secured  wi<h  cramp  irons  in  the  same  manner  as  the  lock 
coping;  they  will  be  18  inches  tliick,  and  will  not  contain  less  than  ~?5 
cubic  feet;  both  beds  of  each  stone  will  be  dressed  with  a  pick,  or  other 
tool,  to  an  even  surface. 

If  a  solid  rock  foundation  cannot  be  obtained,  timbers  will  be  laid  on 
the  porous  shelly  rock,  hewn  four  square,  of  oak,  walnut,  beach  or  su- 
gar-tree, 12  inches  thick,  and,  at  least  I2incheswide  in  the  foundation, 
of  such  lengths  that  they  vvill  extend  through  the  entire  width  of  the 
wall,  and  be  laid  parallel  to  each  other,  one  foot  apart,  the  spaces  be- 
tween them  to  be  filled  up  with  puddle,  well  rammed  or  pounded  be- 
tween them;  and  then  this  timber  foundation  to  be  covered  with  3  inch 
plank,  jointed  closely,  and  well  secured  to  the  timbers  by  seasoned 
white-oak  tiee-nails,  in  such  numbers  and  places  as  shall  be  deemed  ne- 
cessary by  the  engineer  to  secure  the  same. 

A  double  row  of  sheet  piling  well  tongued  and  grooved,  so  arranged 
as  to  break  joints,  will  be  placed  along  the  upper  wing  wall  from  the 
dam  through  its  whole  length,  and  from  thence  be  continued  to  the  sheet 
piling  of  the  culvert  for  water-power. 

The  culverts  for  the  introduction  of  water  into  the  canals  around  the 
lock  and  abutment  of  the  dam,  for  hydraulic  purposes,  are  to  be  con- 
structed of  wood,  built  on  fi  tim'ter  and  plank  foundation,  similar  to  the 
or.e  specified  for  the  timber  foundation  of  ihe  abutment. 

The  culverts  will  be  80  feet  long,  and  at  the  ends  to  form  parapets,  to 
sustain  the  embankments;  each  side  wall  will  be  16  feet  wide,  and  con- 
tinued that  width  IG  feet  back  towards  the  centre,  so  as  to  form  two 
ranges  of  cribs,  each  8  feet  square,  at  each  end  of  the  culverts;  the  re- 
maining part,  or  48  feet  of  the  interior  of  the  side  walls,  will  be  8  feet 
wide,  and  be  connectedby  tics,  every  8  feet,  to  the  side  timbers  of  the 
walls  withdove-tail  joints,  so  as  to  form  a  smgle  row  of  cribs  for  that  dis- 
tance, of  8  feet  square;  between  the  outside  walls,  7  water  ways  or 
sluices  are  to  be  constructed,  3i~  feet  wide  by  4  feet  high,  by  5  ranges  of 
timber  placed  on  the  plank  floor  of  the  foundation,  parallel  with  the  side 
walls;  each  piece  of  which  timber  will  be  18  inches  wide,  and  not  less 
than    1  foot   thick,   counter  h^iwed,  and  laid  perpendicularly  over  the 


296 

other;  the  outside  walls  of  the  cribs  are  to  be  vertical,  counter  hewn, 
and  the  timbers  resting  on  each  other  with  a  close  joint;  the  cribs  and 
water-ways  are  to  be  carried  up  4i  feet;  the  water-ways  are  to  be  co- 
vered by  a  course  ol  heavy  timbers  counter  i)ewn,  18  inches  thick,  laid 
side  by  side,  and  boxed  on  3  inches  to  the  ranges  of  timber  and  side 
wails  which  form  the  water-ways. 

The  crib  work  of  the  parapet  or  end  walls  will  be  extended  across 
the  upper  part  of  the  covering  timbers,  and  carried  up  Jo  the  height  in- 
dicated by  the  plan;  the  face  of  the  parapet  wall,  on  the  upper  end  of 
the  culvert,  will  be  covered  with  2  inch  plank  8  inches  wide,  the  edges 
planed  so  as  to  m:jke  water-tight  joints,  and  to  be  lastcned  to  the  tnjn- 
bei-s  of  the  wall  with  U  inch  white-oak  seasoned  tree-nails  put  in  in 
sufiicient  numbers  as  directed  by  tlie  engineer,  to  secure  the  plank  fac- 
iiig,  and  to  be  driven  through  the  plank  6  inclies  into  the  timbers  thcj 
rest  against. 

The  plank  covering  will  extend  over  the  ends  of  the  ranges  of  tim- 
ber which  form  the  water-ways,  except  the  timbers  of  the  top  and  bot- 
tom courses,  which  will  extend  1  foot  beyond  the  line  of  the  wall,  to  be 
framed  into  posts,  which  will  iorm  the  bent  of  the  framework,  at  the 
head  of  the  culvert,  for  the  insertion  of  4  sliding  and  3  cast  iron  paddle 
gales,  fov  the  introduction  of  the  water  into  the  canal. 

The  sliding  gates  will  be  made  3  feetO  inches  wide,  and  four  feet  9  in- 
ches long,  out  of  strong  white-oak  timber  finches  thick,  and  the  pieces  not 
more  than  5  inches  wide,  morticed  by  a  tenon  I  of  an  inch  thick,  into  an 
outside  frame, 4  inches  wide,oi"  the  same  thickness,  all  planed  smooth,  and 
fitted  with  true  close  joints.  Each  lateral  piece  of  the  gate  to  be  fastened 
to  the  outside  frame  by  a  seasoned  white-oak  pin  I  of  an  inch  in  diameter, 
through  the  frame  and  centre  of  each  tenon;  and  the  gate  centrally  tlirough 
its  longest  side  to  be  fastened  to  the  irmer  side  of  ashaft  (cut  to  receive  it) 
.')  by  (.)  inches  squire,  and  extending  from  the  bottom  of  the  culvert  to 
witinn  i  foot  of  the  bottom  of  the  cap  on  the  posts"  of  tlie  head  gate 
frame.  The  gate  to  be  secured  to  the  shaft  by  a  row  of  pins  of  scat^on- 
cd  white-oak,  14  inches  in  disniieter,  through  the  centre  of  the  broadest 
side  of  the  shaft  and  the  centre  of  each  lateral  piece  of  the  gale.  The 
shafts  will  be  let  partly  into  the  ties  of  the  frame  for  tiie  head  gates,  and 
be  secured  by  a  piece  ot  timber  notched  and  fastened  to  the  cap  and  lies, 
to  forin  grooves  for  the  shafts  to  move  in.  The  sliding  gates  will  lun  in 
rabbits  cut  in  the  posts  of  the  head  gate  frame  for  that  puiiiose. 

The  ties,  caps,  and  pieces  of  timber  in  'the  other  parts  of  the  head- 
gate  frame,  are  square  timbers  10  by  12  inches  and  of  such  lengths  as 
are  shown  in  the  plan. 

The  cribs  will  be  filled  with  gravel,  if  it  can  conveniently  be  found, 
otherwise  they  will  be  filled  with  earth  well  packed  in,  and  the  space 
between  the  head  or  parapet  walls  of  the  culvert,  over  the  covered 
timber,  will  be  puddled  in  the  best  manner,  as  well  as  ihe  tilling  on  each 
side  of  the  structure  and  the  sheet  piling. 

A  double  row  of  sheet  piling  will  be  placed  in  front  of  the  culverts, 
and  carried  down  on  the  lower  side  lo  midway  the  length  of  the  wall, 
to  meet  the  sheet  piling  extending  from  the  lock    and  abutment. 

In  the  18  inch  timbers  for  water-ways,  none  will  be  admitted  of  less 
bngth  than  27  feet  after  they  are  laid,  measuring  on  the  line  of  the  range, 


297 

exclusive  of  the  lap  in  joining,  which  must  be  formed  by  cutting  awaj 
one-half  of  the  timber  in  its  vertical  height,  for  two  feet  in  length,  so 
that  the  lap  will  be  on  the  upper  side  of  the  timber  and  in  the  direction 
of  the  head  of  the  culvert;  the  timbers  are  to  be  joined  with  a  true 
close  joint,  and  secured  by  two  well  seasoned  white-oak  tree-nails,  2 
inches  in  diameter,  placed  18  inches  apart,  and  sunk  through  both  laps 
12  inches  into  the  timber  below;  the  18  inch  timbers  in  the  water-way? 
will  be  secured  by  similar  tree-nails  every  six  feet,  sunk  through  the  top 
course  and  one  foot  into  the  timbers  that  they  rest  on;  at  every  point 
where  a  joint  is  framed  in  the  crib  work,  or  a  timber  crosses  another, 
seasoned  white  oak  tree-nails,  2  inches  in  diameter  and  22  inches  long, 
must  be  sunk  into  the  timber  their  whole  length. 

The  covering  timbers  for  the  culverts  must  be  of  white-oak,  as  weli 
as  all  the  timbers  above  the  water;  for  those  below,  which  is  the  princi- 
pal part  of  the  structure,  as  the  covering  timbers  are  submerged,  walnnt, 
oak,  beech,  and  cypress  may  be  used. 

After  the  sheet  piling  and  covering  the  dam  shall  have  been  completed, 
the  space  above  the  dam  shall  be  tilled  with  the  best  gravel  that  can  be 
procured  within  one  and  a  half  miles  of  the  site  of  the  dam,  on  the  river 
bank,  to  be  approved  of  by  the  engineer,  without  removing  the  earth 
above  it  to  a  greater  depth  than  4  feet;  the  gravel  shall  extend  above  the 
dam  70  feet,  as  represented  in  the  drawings. 

The  space  back  of  the  lock  will  be  filled  with  clay  and  gravel  mixed, 
and  be  well  packed.  In  puddling,  gravel,  together  with  a  small  poi--' 
tion  of  clay  or  loam,  shall  be  spread  on  m  a  regular  layer  not  more  than 
6  mches  thick,  which  will  be  kept  wet  and  thoroughly  mixed  by  treading 
of  oxen,  or  horses,  or  a  ram;  successive  layers  of^;he  same  material  and 
thickness,  with  the  process  of  wetting  and  mixing,  will  be  repeated  until 
the  requisite  quantity  shall  be  obtained. 

Guard-banks  will  be  raised  from  the  lock  and  abutment,  and  exten- 
ded up  the  river  on  both  sides,  about  two  miles,  of  such  height  as  may 
be  deemed  necessary  to  secure  the  bank  from  the  overflowinffof  the 
Hoods. 

Ten  feet  under  the  centre  of  the  bank  will  be  grubbed  free  from  roots, 
and  the  timber  on  the  spaces  which  the  bank  will  occupy  beyond  the 
grubbing  will  be  chopped  even  with  the  surface  of  the  earth,  and,  with 
the  roots,  brush  and  logs,  be  removed  to  ground  lying  between  the  bank 
and  the  river.  The  earth  on  the  space  which  was  grubbed,  to  the  depth 
of  one  foot,  shall  be  removed  to  the  outside  of  the"  bank,  and  the  ditch 
formed  in  the  centre  of  the  space  so  cleared  off  of  3  feet  wide  at  the 
top  and  1  foot  at  the  bottom,  and  IS  inches  deep,  or  two  and  a  half  feet 
deep  from  the  surface  of  the  earth.  No  sticks,  brush,  leaves,  trrass  ojr 
timber  of  any  kind  shall  be  permitted  to  go  into  the  bank;  and  in  putting 
on  the  earth  it  shall  be  placed  in  successive  layers  of  not  more  than  i8 
inches  thick,  and  kept  as  nearly  level  as  can  be  conveniently  done.  The 
earth  to  form  it  must  be  taken  from  the  scround  between  the  bank  and 
the  river. 

The  canals  around  the  lock  and   the  abutment  will  be  excavated,  ex- 
cept near  the  culverts,   four  feet    below    the    water  in   the  pool  of  the 
dam— will  be -26  feet  wide  on  the  bottom,  with  slopes  to  the  banks  of  one 
and  three-quarter  feet  base   to  one   foot  perpendicular  rise.     The  coc. 
21 


298 

tractor  will  be  required  to  throw  the  excavation  on  either  side  of  the  ca- 
nals or  on  both  sides,  and  to  keep  the  surplus  earth  of  nearly  an  uniform 
width  aui  height  under  the  direction  of  the  engineer.  The  price  bid 
for  excavation  for  these  canals  must  cover  the  cost  of  the  clearing  and 
grubbing  where  it  occurs. 

Mount  Carmel,  Aug.  2 1,  1 838. 


Notice  to  Bidders. 

Propositions  must  state  a  price  for  each  item  of  work  given  in  the 
estimates,  which  will  be  understood  as  covermg  all  expenses. 

The  price  bid  for  excavation  in  the  lock  and  abutment  pits,  below 
water,  and  the  general  items  ior  the  dam,  must  include  all  costs  for 
coffer-dams  and  bailing  water.  The  price  bid  for  masonry  will  include 
all  the  cost  of  furnishing,  dressing,  laying  in  cement,  and  delivering  the 
stone  in  the  wall,  when  the  same  shall  be  completed. 

The  price  bid  for  excavation  will  be  understood  to  include  all  the  va- 
rious kinds  of  earth  which  may  be  found,  together  with  all  the  detached 
stones  which  measure  less  than  one-third  of  a  cubic  foot. 

The  price  bid  for  timber  in  the  several  structures  will  include  the 
entire  cost  of  delivering,  counter-hewing,  raising,  framing,  tree-nailing 
and  boiling. 

The  price  bid  for  plank  will  include  the  cost  of  furnishing  it  on  the 
ground,  planing,  jointing,  spiking,  &c. 

The  price  bid  for  iron  will  include  the  cost  of  delivering,  working, 
driving,  and  every  variety  and  form  of  work  to  which  it  may  be  used 
in  the  structures. 

The  item  of  square  timber,  in  the  estimate  of  the  quantities  in  the 
gates  and  mitre  sills,  is  an  exception,  in  the  proposals,  to  the  rule  in  rela- 
tion to  the  timber,  as  it  contemplates  only  the  delivery  of  the  best  kind 
of  large  white-oak  timber,  rough  hewn,  selected  especially  for  the  use 
intended;  that  item,  and  the  bid  for  wood  work  of  the  lock-gates  and 
mitre  sills  complete,  will  cover  all  the  cost  of  constructing  the  gates,  fur- 
nishing the  plank  used  thereon,  and  rendering  them  ready  for  use,  with 
the  exception  of  the  cast  and  wrought  iron,  which  will  be  paid  for  by 
the  pound. 

The  contractor  will  furnish  the  hydraulic  cement,  sand,  and  every  ar- 
ticle used  in  the  work,  which  will  be  subject  to  the  approval  of  the  en- 
gineer; and  any  article  which  may  be  delivered  in  his  absence,  or  which 
he  will  not  receive,  as  not  fit  or  of  suitable  quality  to  go  in  the  worksy, 
shall  be  immediately  removed  beyond  the  reach  of  the  workmen,  at  the 
expense  of  the  contractor. 

Every  part  of  the  work  connected  with  the  canal  will  be  subject  to 
the  most  rigid  inspection  of  the  Commissioner  and  engineer,  and  the 
contractors  will  be  expected  to  conform  in  all  respects  to  their  directions. 

The  right  will  be  reserved  of  making  any  alterations  in  the  plans  ol 
the  work  which  further  observation  may  show  to  be  necessary;  and  if 
such  change  shall  increase  the  cost  of  the  work,  the  amount  of  this  in- 
crease shall  be  estimated  by  the  engineer,  and  paid  to  the  contractor. 


299 

Inasmuch  as  the  water  has  hitherto  been  too  high  for  a  visible  exam- 
ination of  the  bed  of  the  river,  the  site  now  marked  out  for  the  works 
may  be  changed  a  short  distance,  not  exceeding  200  feet,  either  up  or 
down  the  river;  and  also,  as  the  quantities  of  excavation,  timber  foun- 
dations, and  amount  of  masonry  will  depend,  to  some  extent,  on  the  char- 
acter of  the  rock  bed  of  the  river  where  the  pits  shall  be  opened,  the 
estimates  of  the  quantities  now  exhibited  may  vary  in  amount,  irom 
the  careful  examination  and  measurement  of  the  work  in  its  progress; 
but  this  shall  not  furnish  ground  to  claim  an  extra  price  on  any  of  the 
items  proposed  for. 

Bidders  to  whom  the  work  may  be  assigned,  if  not  themselves  good 
mechanics,  will  be  required  to  employ  one  to  superintend  these  struc- 
tures, who  shall  be  approved  of  by  the  Commissioners  or  engineer;  and 
if,  at  any  time  during  the  progress  of  the  work,  any  mechanic  or  work- 
man employed  on  the  work  shall  be  thought  to  be  incompetent,  or  un- 
faithful, or  disorderly,  such  mechanic  or  workman  shall  be  promptly  dis- 
charged by  the  contractor. 

In  case  the  contractor  fails  to  prosecute  his  work  in  such  manner  as 
to  afford  satisfactory  evidence  that  it  will  be  completed  by  the  time 
stipulated,  the  right  will  be  reserved  to  the  Commissioners  to  declare  the 
contract  abandoned  and  void,  at  their  option,  to  place  an  agent  thereon, 
who  shall  employ  hands,  buy  materials,  and  complete  the  work,  the  ex- 
pense of  which  shall  be  charged  to  the  contractor,  and  deducted  out  of 
the  final  settlement  of  his  account. 

Contractors  will  be  expected  to  superintend  their  work  in  person. 
The  sub-contracting  of  any  part  of  the  work  (except  in  procuring  ma- 
terials) without  the  consent  of  the  Commissioners,  will  subject  the  con- 
tractor to  the  liability  of  forfeiting  the  contract,  at  their  option. 

The  contractors  will  procure  the  necessary  timber  and  stone  by  pur- 
chase, and  the  work  and  materials  will  be  at  his  risk. 

The  work  must  be  commenced  by  the  14th  of  Sept.  next,  and  com- 
pleted by  the  1st  of  November,  l840. 

Bidders  are  notified  that  no  extra  allowance  in  addition  to  contract 
prices  can  in  any  case  be  allowed,  and  are  requested  to  give  the 
work  a  close  examination,  so  that  they  may  judge  correctly  of  its 
value. 

The  proposals  will  state,  in  separate  items,  the  prices  of  the  masonry, 
on  the  contingency  of  the  stone  being  procured  at  either  of  the  quarries 
near  Petersburgh,  Portersville,  or  Gaiters  on  White  river.  It  is  the  in- 
tention to  have  all  the  quarries  opened  to  some  extent,  and  a  portion  of 
the  stone  exposed,  that  their  qualities  may  be  ascertained,  and  in  due 
time  a  selection  made. 

The  contractors  will  be  paid  for  opening  new  quarries  a  reasonable 
compensation,  to  be  determined  by  the  engineer,  if  the  stone  should 
prove  of  an  inferior  quality;  and  in  case  of  receiving  stone  at  other  pla- 
ces than  the  quarries  mentioned,  to  be  governed  in  the  price  of  the  same 
by  comparison  of  the  distance  they  may  be  procured  from,  with  the  dis- 
tance from  the  site  of  the  quf  rrics  mentioned. 

8'20  yards  of  stone  have  been  delivered  at  the  site  of  the  works,  for 
which  the  sum  of  $8  33  per  yard  has  been  estimated.  These  stone 
will  be  delivered  to  the  contractor  at  that  price,  to  be  used  in  the  works, 


300 

and  the  amount  will  be  deducted  from    the  total   sum  which  will  be  due 
to  him  on  his  contract  price. 

]NJo  deduction  will  be  made  for  stone  which  maj  jield  to  the  influence 
of  the  atmosphere,  i.nd  any  portion  which  may  have  failed,  or  shall  fail, 
will  be  excluded  from  the  work. 

The  payments  will  be  made,  on  the  estimates  of  the  engineer,  at  in- 
tervals of  one  month  each  as  nearly  as  can  conveniently  be  done,  in 
checks  either  on  the  Bank  of  Mount  Carmel  or  the  Bank  of  Vincennes, 
on  articles  delivered  at  the  site  of  the  :works  or  for  stone  quarried  and 
delivered  near  the  quarry. 

By  order  of  the  Commissioners. 

D^  BURRy  Principal  Engineer. 

Mount  CAKMv.h,  Jug.  2l,  1838. 


MP 
8^  ^f^\ 


